Document Z8XZ3J1jo2eMVDVvDVqOQewY

 ; INDEX "ETHYL NEWS" 1941 automotive CORPORATION ACTIVITIES & PERSONNEL ITEMS Fuel Factor in Engine Design February Auto Industry Gets Defense Job March Life With Father's Car April Growth of Automotive Service (111. Auto. Elec. Co.) May They Find Out the Answers (G. M. Proving Ground) July Courtesy at the Wheel (N. Y. Tel. Co) July Roll Your Own Home August Lamps lor Drying Auto Bodies August Plastic Body on Its Way August They Cut Cost Per Mile by Two-thirds (Dayton Pwr. it Light) September Motorcycle Mechanics Wanted September Ford Training Army Mechanics October Motoring Beneath Detroit October ? Testing for Safety November ;* Over Midnight Highways (Test Drivers) December Model Ethyl Blending Plant (Hudiburg Sc Wyrick) January Ethyl to Have New Laboratory (Detroit) February Martin and Murphy Named Regional Managers February Ethyl Elects New Vice President (P. L. Griffiths) March Story of Better Gasoline (1941 Advertising) April Anti-Knock Gasoline (Kettering's Speech 1919) April Pre-Ethyl Theories of Knock (Midgley) May Steel's Up (Baton Rouge) August Poison for Bugs in Knock Test Engines (Tulsa Forum) August MISCELLANEOUS Without a Chance (Verse) February Life's That Way (Verse by B. Lord) February SPECIAL FEATURE ARTICLES Queen City of the Northwest (Seattle) January A Multi-Million Dollar Baby (Skiing) January AVIATION It's Pilots that Count January First Union Station of the Air February * Freighting by Air March * Expanding the Air Mail April Commercial Wings for Defense April i Flying Machine Ascends Vertically May I Glamour Girls Not Wanted (Amer. Air Lines) May Faster Than a Bullet (Andrew McDonough) May r High Flying Photography May * Boom at Allison Plant June Bomber Factory for Ford July l He Floats Through the Air July i Suicide or Glory (Col. Chamberlin) August Ready for the Stratosphere October Sons of the Vikings November Civilian Wings November Jungle in Civilization (McKee Gardens, Fla.) January Old Man River Gets Streamlined Towboat January Stock Yard Has Birthday January No Return to Dark Ages (Bruce Bliven) January The Lincoln Country February The Mighty Mountain (Mt. Rainier) Febntary America as it Use to be (Ford Village) February To the Strong (National Defense) March Wyoming's Metropolitan City (Casper) March It's a Losing Game (Insurance Frauds) March Chicago's Merchandise Mart March And You Meet the Most Interesting People (Hermit) March Trivialities? April Pacific Beauty Spot (Catalina) April An Aid to the Navy (U. S. Power Squadrons) April Democracy's Grand Coulee Dams May Empire Builder of the North (Hudson Bay Co.) May Highway to the Sky (Whiteface Mt.) May Counselors of Despair June Save the Pedestrian (Traffic Safety) June BUS, TRUCK 3- TRACTOR Keeping New York's Streets Clean January i Army Orders Midget Trucks February >1 National Transportation Forum March Power Plus Economy March Technical Unit on Wheels March Canteens on Wheels April Highway Post Office April Trucks Boom War Savings May Machines for Canada's Fighters May Army Learns Mechanized Warfare June t Ethyl on Parade June Farm Editors View Defense Projects June I Tank Cleaner Builds Model Truck July In Place of Pick it Shovel (Buda Earth Drill) September l Portable Substation for Emergency Use September Farmers Honor Tractor Pioneer September f Vehicle Vaqueros (Truck Roadeo) December t i CLINIC Prizes for the Big Ones (Geo. Ruppert) June He Bought a Railroad for S301 June Ride Him, Cowboy! June Our American Visitors (Stephen Leacock) June A Green Light for Production (William S. Knudsen) July Old World in the New (Quebec) July Placing the College Graduate July Bush League Ball Players July A Trip to the Ocean Floor July No Handicaps Recognized August Money Grows on Trees (Calif. Citrus) August Pistols for Fun September Hub City Training 3,000 Civilians for Bombing Attacks September Hundred Years of Progress (Dayton) September Pioneer of Mass Production (Eli Whitney) October Teamsters, Tub-cars and Tankers (Oil Transportation) October Cook Your Own Meal October Ask Them Another October Oil Overland (Montreal-Portland Pipeline) November Latest Football Dope from a Dummy November They Were Equal to the Problem (Machine Gun Mfgr.) November Thunderer of Waters (Niagara Falls) December King of Gate Crashers (One-Eye Connelly) December Ethyl Sc AAA Complete Cooperative Tune-up School in Pa. January Men in Gray (N. Y. State Troopers) December Tune-up Equipment Goes for Ride April Railroad in Miniature (Same Fe Scale Model) December i It's Pilots That Count BERT ACOSTA, most colorful of all trans-Atlantic flying pioneers, once remarked: Ethyl Gasoline Corporation "Give me enough power and I'll fly an old barn door!" Given the power, Bert probably could fly his ".old barn door" better than Chrysler Building New York City many a hastily trained aviator can handle an up-to-the minute warplane. Without good pilots the finest fighting aircraft in the world aren't much better than the ancient crates of 1917-18. \V. CARY HARRIS Editor I-RANCIS V. V. ADRIANCE The Nazis are said to be turning out warplanes at an unbelievably rapid rate --faster than Great Britain and the United States combined. But can the Nazis furnish the pilots to take these planes aloft? It takes thousands of hours to make an expert pilot. When a pilot has from RUSSELL B. WESTON Associate Editors fifty to two hundred hours' flying experience, he is at the most dangerous stage of his career, because then he usually thinks he knows everything there is to know about flying. After he has passed the two hundred hour mark, he begins to realize how little he knows and his mind, accordingly, becomes receptive to further Correspondents SALES DEPT. instruction. The U. S. Army requires a year to give its fledgling flyers a little over two hundred hours of training. The Navy does it in nine months and some commercial J. A. Costello Atlanta schools do it in eight months, but that is the absolute minimum. Learning to fly F. S. Cronin B. R. Jones Baltimore Boston is like eating--too much instruction or practice in one day cannot be digested, and an hour and a half to two hours should be the daily limit, according to aviation experts. A. B. Wyrick Chicago -Commercial airlines in the United States won't hire a man, even for a co A. C. Tully D. S. Flynn Dayton Kansas City pilot's job, unless he has a minimum of a thousand solo hours. The Germans trained thousands of pilots in gliders and light sport planes in the years preceding the war. There is a world of difference, however, between such R. L. Goltz New York craft and the modern high speed fighters and bombers. There is as much difference M. P. Murdock Los Angeles as there is between driving old Dobbin, who has done his duty all these years and is about to be turned out to pasture for his remaining days, and driving a spirited r C. F. Naylor Seattle three-year-old thoroughbred race horse. L. L. Huxtable Tulsa The British, on the other hand, have been going in for high speed military MFG. DEPT. flying for many years, and their veterans have been doing very well for themselves in this war. In the majority of aerial encounters they have proved themselves far L. Barnum Baton Rouge superior to the Germans. C. Wasserman Deepwater If British and American manufacturers can furnish these British veterans with an adequate number of up-to-date planes, it wouldn't be surprising if they E. J. Nieser Administration Dr. Beatty Chemical Research soon gained complete mastery of the sky, regardless of how many planes the Nazis turn out. Good pilots cannot be manufactured on an assembly line! E. L. Barringer Detroit J. C. Pope Gasoline Testing IN THIS ISSUE The material in this publication may be reprinted provided due credit is given the "Ethyl News" or Ethyl Gasoline Corpo ration unless it is a copyrighted article. JANUARY I941 VOLUME 8, NUMBER 1 It's Pilots That Count ( Queen City of the Northwest A Multi-Million Dollar Baby Jungle in Civilization Model Ethyl Blending Plant Old Man River Gets a Streamlined Towboat Stock Yard Has a Birthday Keeping New York's Streets Clean No Return to Dark Ages Service Awards Ethyl and AAA Complete Cooperative Tune-up School at Philadelphia ETC 31183 r^fv .* TJ* rwyttaygagj^3g 1 ^-^gpC=sj?* tj [ a- 3 ?I I,- s Queen City of the NORTHWEST In the 8 8 Years Since its Founding Seattle has Grown into a Bustling Metropolis of over 450,000. AS THE largest city in the Pacific Northwest and the financial, shipping, industrial and distributing center of the area, Seattle becomes the key to one of the nation's richest and most promising areas. In view of this Ethyl, about a year ago, established a new sales divi sion for the territory with headquarters in that city. In the 88 years since the first white settlers landed on the site which it now occupies, Seattle has capitalized effec tively on a rare combination of in dustrial wealth, amazing scenic back ground and civic foresight to grow into a bustling metropolis of over 410,000. Seattle has a magnificent natural The famed floating bridge across Lake W'ashington is supported by 25 concrete pontoons. A floating draw-span pon toon m'akes it possible to open the bridge for the passage of large vessels. harbor, Elliott Bay, the far-reaching waterfront of which feeds a score of coastal neighbors, the Orient, Alaska and Europe with products grown in abundance in Washington and the Pacific Northwest. -L-. Seattle's waterfront and downtown dis trict look like this to an airplane pile flying over Elliott Bay. The extreme northwest corner of th< United States, now the state of Wash ington, was a stretch of rugged, unde veloped territory from which the pio neers were hewing new land long after the east was settled. Seattle still reflect; that frontier spirit, and many land marks remain today as a tribute to tht pioneers whose courage, skill, and fore sight enabled the state of Washington to grow and to become one of the most productive areas in the United States. Only a century after Columbus dis- W ETHYL YEWS [4] ETC 31184 fro"' the e"d f the highway, which is ; 000 feet above sea level, a group of ,'tghtsccrs gaze at snow covered Mount liaker, towering 10,750 feet into the pine sky. covered this continent, an old Greek navigator, sailing in the service of the Kins of Spain and having for the mo ment the good Spanish name of Juan Jo Fuca, visited Puget Sound and thought it was the mythical "northwest passage from the Pacific to the At lantic. Two centuries later came George Vancouver, a navigator and explorer for Groat Britain, and from that time on other adventurers arrived with increas ing frequency, bringing with them the first glimpse of new life that was to open up this vast area. Seattle was blessed in the beginning with its fine harbor and with an amaz ing abundance of timber, minerals, fish and other products. With this setup it was inevitable that the city should be come a great port and industrial and transportation center. The Port of Seattle is nearer to the Orient and Alaska than any other major :he United States port. Furthermore, it is ih- 500 miles nearer Chicago than San le- Francisco. Four transcontinential rail io- roads have their western termini in :er Seattle, sixty steamship lines operate :ts seventy scheduled services on the prin d- cipal world trade routes and in the non he contiguous territories of the United e- States, while several lines enter Puget )n Sound as cargo is offered and numerous st private and contract carriers are em ployed in the lumber and oil trades. The total import and export tonnage for the port in 1939 was 6,070,565, with a value of S3 50,43 8,165. Included in this great volume were lumber mov ing out in every possible form, apples amounting to one-fourth of the com mercial apple crop of the United States and valued at $17,000,000, pears, peaches, prunes, berries, flour, fish, ma chinery, and many other products. With a hinterland so rich in natural resources, with such a fine harbor and a Not far from Seattle are Paradise Valley and majestic Mount Rainier, where city folk may take horseback trips in a vir gin wilderness. JANUARY 1941 [5] A Multi-Million Dollar Baby During the Past Ten Years Skiing Has Grown from a Minor Sport to a S3S,000,000 Industry. And it's Still Growing! TEX YEARS ago if anyone had suggested that sliding down hill would soon become a S3 5,000,000 industry, his listeners would probably have pounced on him and dragged him off to the near est refuge for the mentally deficient. But how wrong they would have been! Today the business of skiing probably exceeds by several millions the above figure of conservative estimators. Be tween two and three million devotees worship annually at the shrine of the ski. Each weekend during the season of snow thousands of them crowd the spe cial trains which run to scores of resorts. Other thousands, with special racks for skis fitted on the tops and sides of their cars, throng the highways. Even the crowded subway trains of New York are not exempt and innocent commut ers are often in danger of being decapi tated by a stout hickory blade in che hands of a not-so-expert enthusiast. Besides being a boon to the gasoline station operators, the railroads and the manufacturers of sporting goods, ski Punch Bott, Montreal skier, takes to the air from the Mount Norquay jump at Banff, Alberta. Among the spectators is a member of the Royal Canadian Mounted Police, left foreground. Photo courtesy Canadian Pacific Railway. fever has come as a gift from heaven to the resorts. 'Well known places, such as Lake George, N. Y., and North Con way, N. H., for instance, which former ly flourished for two brief summer months and then went into hibernation for the rest of the year, now operate on a year round basis. Other spots, which were slowly dying of old age and inertia, suddenly discovered they had ideal facil ities for skiing and were rejuvenated with a bang. Here are a few figures on the new big business. Sun Valley, Idaho, which a few years ago wasn't on any map, has had $4,000,000 spent on its develop ment and now is known from coast to ETHYL NEWS [] The downhill course on Whistler's Woun'ain, Jasper National Park, is the only one in Canada recognized by the federation Internationale des Skieurs. parting at 8,085 feet above sea level, it finishes at an altitude of 3,500 feet. Photo courtesy Canadian National Railways. coast. Lake Placid, N. Y., has invested $1,000,000 in winter sports facilities. Mont Tremblant, in Quebec's Laurentians, has a $250,000 ski tow. Old Forge in the Adirondacks has spent $100,000 and North Creek, N. Y., $50,000. At Stowe, Vermont, an ultra-modern chair lift, which was constructed up the side of Mount Mansfield at a cost of $100,000, was opened recently. During the 1939-40 season the New York Central Railroad carried 21,230 skiers and is planning to spend $10,000 on ski ad vertising this season. And these figures are only a drop in the bucket! It all began less than ten years ago, when, in 1931, the Boston & Maine Railroad ran the first ski train out of Boston as an experiment. A little band of 197 skiers was aboard, and they were regarded as freaks by a scornful popu lace. That they weren't so freakish, however, was proved less than a year later, when a snow train pulled out one Sunday with a mob of 3,000 aboard. Before the above events took place, skiing was generally believed to be a mysterious activity in which no one could excel who was not the possessor of a Scandinavian name. In the average person's mind, too, skiing was synony mous with ski jumping, and ski jump ing, judging from pictures in the daily press and on the movie screen, was one of the easiest ways to break one's neck. The 1932 Winter Olympic Games, held at Lake Placid, changed all that and gave skiing the push it needed. Although the Scandinavian contingent mopped up in all events as usual, the slalom, downhill and cross country races opened up the eyes of Americans to the possibil ities of the sport as a healthful form of recreation for all. Although skiing is comparatively new in popularity in the United States, the Finns, Swedes and Norwegians have been at it for thousands of years. It is believed by some delvers into ancient history that skis were first introduced to America by Leif Ericson when he landed on this continent some five hun dred years ahead of Columbus. The Nansen Ski Club, formed in Berlin, N. H., in 1882, was the first organization of its kind in this country. The first recognized ski meet was held at Red Wing, Minnesota, in January 1905, and at that time Gustave Bye set an American jumping record of 106 feet. The National Ski Association, which now has a membership of over 275 chartered clubs, was founded in 1904 and was composed of only five clubs. Dartmouth College holds a foremost rank among America's ski pioneers, the first edition of the famed Dartmouth JANUARY 1941 An enthusiastic crowd disembarks from a ski train at Thendara, N. Y., and piles into buses, autos and sleighs for the trip to Old Forge. Photo courtesy New York Central System. E. i .A- -V^l \i Ml k ./ - --A f*S& -.i^>v- m> a Winter Carnival taking place in 1910. The first intercollegiate ski event was the Dartmourh-McGill relay race in 1913. The latter marked the start of the Intercollegiate Ski Union, which be came the Intercollegiate Winter Sports Union in 1923 and listed less than a dozen colleges in its membership. The I.W.S.U. went in for winter sports of all kinds, including snowshoeing, skating, and tobogganing, in addition to skiing. But in the early 1930's skiing forced all the others to cake a back seat and in 1934 the Inter collegiate Ski Union was formed, to de vote itself exclusively to the national sport of the Norsemen. The I.S.U. now has a membership of 21 colleges, in cluding Dartmouth, Cornell, McGill, Yale. Harvard, Princeton, Williams and M.I.T. Jumping is by all odds the most spec tacular event in ski competition. And the most dangerous! The world's record for a single jump is 3 JO feet, made in Jugoslavia in 1938 by Joseph Bradl of Austria. The U. S. jump record is held by Bob Roecker, who in 1939 leaped 2 57 feet at Iron Mountain, Michigan. This doesn't mean that foreign jumpers are so much superior to Americans; it * s* ps?^ hal ?/)-* m 3$Kj T.' *>-'> simply means that they have faster jumps over there. As in golf an easy course will knock strokes off your score, so in ski jumping a fast jump will add many feet to your distance. Sigmund Ruud, former world's champion jumper, estimates that a good jumper, on a hill which would enable him to reach a speed of 90 miles an hour, could leap 425 feet without injury. Since jumping, fortunately, is in dulged in by only a few experts, skiing is one of the safer sports. During the tsr --iURjgV, Virrf A safety patrol comes to the aid of <. injured skier on Gore Mountain, Nor: Creek, N. Y. PhoiO courtesy New York Central System. 1938-39 season there were only 700 at cidents, none of them fatal, among ovi two million skiers, which means tl odds against an individual's getting hui were about 3,000 to one--less than tha if one used care. As additional safet insurance, the National Ski Patrol Sys tern was founded in 1938. These safet patrols, which now operate at all th leading ski centers, are made up of ex pert skiers who have been trained ii first aid and approved methods of trans porting the injured. Probably the best known wintes sports center in the United States iLake Placid, site of the 1932 Wintei Olympics. There, in addition to ski fa cilities of all kinds, is the championship bobsled run on Mount Van Hoevenberg, down which the four famous Stevens brothers of Lake Placid still race to glory and new records. North Creek in the southern Adirondacks is a New York center where snow can usually be found when slopes every where else are bare. This tiny mountain village, away up where the mighty Hudson is only a trout stream, dozes peacefully during most of the year but wakes up full of vigor when the first Like a village in Switzerland is Sun Val ley, Idaho's famous winter resort. Photo courtesy Steve Hatwagatt Associates. ETHYL NEWS [8] etc 31188 S//OK-' flies as a skier does a slalom in good form in a race ai {ke eastern slope, North Conway, N. H. Photo courtesy Eastern Slope Inn. (lakes of snow begin to sift downward. Stowe, Vermont, tucked away at the foot of Mount Mansfield, highest of the Green Mountains, is another spot which is blessed with snow during most of the cold season. Its $100,000 ski lift moves at a speed of S00 feet a minute and can carry 200 passengers an hour in each direction in its 87 individual chairs which are spaced 147 feet apart. The lift rises 2,030 feet and has a horizontal length of 6,330 feet. The man behind that popular devel opment, the Eastern Slope, at North Conway, N. H., is Harvey Gibson, who was head man at the New York World's Fair and is chairman of the board of the Manufacturer's Trust Company. Not far from North Conway is Mount Washington, highest of che White Mountains, on the sides of which de votees of the ski cavort until late in June. For those who desire a European flavor in their skiing there are the Laurentian hills in Quebec, the province in which French is the language of ninetenths of the populace. The quaint city of Quebec, famed rampart of the St. Lawrence, is like a bit of the old world dropped from the sky into the new. Some of the finest skiing in America is to be found in the Laurentian resorts, in which millions of dollars have been invested. Farther west are the Canadian Rockies and Jasper National Park. In the latter is the only downhill course in Canada which meets the standards of the International Ski Federation. Start ing at the top of Whistlers Mountain at an elevation of 8,08 5 feet, the run tra verses a three and a half mile winding trail down to Jasper village at an eleva tion of 3,500 feet. No ski article would be complete without mention of Sun Valley, the infant prodigy of ski centers. Develop ment of this $4,000,000 resort was be gun just a few years ago by W. Averell Harriman, chairman of the board of the Union Pacific Railroad, who commis sioned Steve Hannagan, ace publicity director, to put it on the map. Sun Val ley offers every kind of winter activity and, in addition, has two warm water outdoor pools, which make it possible for visitors to swim in the fresh air the year round. Other resorts, too numerous to men tion here, are thickly scattered through out the northeastern and the far west ern states. Even Illinois, which for the most part is flat as a pancake, has a championship jump. Chambers of com merce are backing the ski movement, because it means business, and residents of the resorts are almost one hundred per cent ski minded. They stage barn dances and similar forms of entertain ment in profusion to fill in the hours of darkness, when the skiers are not on the slopes. J AW JU ARY 1941 [9] Skiers ride up the hills in comport aboard skimobiles, which operate at the eastern slope, North Conway, N. H. Photo courtesy Eastern Slope Inn. ETC 31189 A long avenue of royal palms leads into the McKee Jungle Gardens. These'trees belong to one of the }00 species of palms in the SO acre botanical paradise. JUNGLE IN CIVILIZATION A Visit to the McKee Gardens in Florida is Like a Trip to Darkest Africa. "Wide Variety of Plant Life Thrives in Their Fertile Soil. A BIT of Florida as it was when Ponce de Leon came seeking the miraculous Fountain of Youth still remains in the McKee Jungle Gardens, located on U. S. Highway 1, three miles south of Vero Beach. These eighty acres of lush, exotic, mysterious beauty, which are easily ac cessible and open to the public, contain scenery such as a traveler through the inner fastnesses of India or Africa would see. The jungle is the hobby of two well- to-do orange growers, Waldo E. Sexton and Arthur G. McKee, who decided natural beauty was more to be desired than space for more orange groves. It has been found valuable by the plant and seed importation department of the United States Government as an Ellis Island for plant immigrants, many of which are placed there for extended ob servation. The fertility of its soil is re markable, pushing up bamboo sprouts which ordinarily never grow more than SO or 75 feet tall to the impressive height of 150 feet in from six to eight weeks. Among the plants which are thriving in the McKee jungle are 40 varieties of rubber trees, 110 kinds of palms, many types of tea and coffee plants, the Cajeput tree which Edison prophesied would someday be used extensively for insula tion, spices, vanilla vines, Australian tree ferns 15 feet high, weeping laurels, over 50 kinds of orchids of all colors, and tens of thousands of air plants which grow in the tops of trees. A special section is devoted to the clinical growing of ramie from China, a plant which has a fiber 16 to 20 times as strong as cotton and four times as strong as linen. Ramie, the oldest known fabric source, was used by the early Egyptians for wrapping mummies, and the centuries that have elapsed since the days of King Tut have given ample proof of its durability. To satisfy seekers after the unusual, there are the wine palm, a living vat which produces 124 gallons of palm wine a season; the traveler's palm, yield ing, when gashed, sufficient water to satisfy the thirstiest desert traveler; the compass tree, with its branches growing in geometric progression and pointing to the four points of the compass; the barometer fern, which grows on tree trunks and spreads out when rain is due but folds up when a dry spell is on the way; the spider orchid, bearing a close, resemblance to its namesake; the J ANU ARY 1941 ["] ETC 311 ylang-vlang perfume tree, which sweet ens the atmosphere for a considerable distance; the insect eating pelican flower; the royal water-lily, with its leaf large enough and strong enough to support a 30-pound child; green roses; a plant that at intervals crackles like a string of firecrackers; the screwpine, trunk and limbs of which spiral heaven ward; the strangler fig, which encircles a sturdy oak or palm and kills it within a few years. The character of the native jungle has been carefully retained, even to the hundreds of apes and monkeys which scamper through the trees. Many motorists are adding the McKee Jungle Gardens to their "must" list of things to see during a vacation in Florida. A member of the McKee monkey fam ily lazily strokes a spiked sandbox tree. The sandbox tree is also known as the "Monkey Dinner Bell," because, when its seed pods are ripe, they burst with a loud report, summoning the monkeys to feed on the scattered pods. ETHYL XEWS [] ."ss.: us?'*?; segs^ift&. & a*Spj 1f Model Ethyl Blending Plant Glass Miniature, Constructed by Chicago Sales Division, to be Used for Demonstrating Various Operations. A MODEL blending plant of glass, showing the procedure in mixing gas oline with tetraethyl lead and dye, has been constructed by the Chicago Sales Division. The model was displayed first at the joint Chicago-Dayton division meeting this winter in French Lick, Indiana. It will be used for demonstrating the various blending operations to company engineers and other interested persons. All of the blending operations are conducted with the model, just as in real plants. While the demonstration is in progress, photographs of valves and other equipment under discussion are projected on a small screen. The model was constructed in two sections, each about three feet square and with separate covers so the min iature pant is portable. The two sections are set up on a table, the two pipe-lines connected with short sections of rub ber tubing, the electrical connection plugged in, and the model is ready for the demonstration. Howard Hudiburg, a safety man in the Chicago Division, thought up the idea for the model blending plant. His hobby is making models, and he foresaw the possibilities of demonstrating what occurs inside blending plant tanks, valves and lines to supplement knowl edge gained by studying flow charts and valve diagrams. Mr. Hudiburg and A. B. Wyrick worked evenings and weekends for six weeks in making the model. The tank car and weigh tank are made of cellulose acetate. The field storage tank is a glass bowl with a cel luloid roof. All the pipelines, the dye The portable, miniature blending plant, constructed by the Chicago Division, set up for a demonstration, with Howard Hudiburg, safety man in the division, ready to show how gasoline, tetraethyl lead and dye are blended. pot, and check valves are of glass. The model has an eductor and recirculating pump. The miniature field tank is filled with water to simulate gasoline, and the tank car contains a vegetable dye to represent tetraethyl lead. All refinery blending operations are conducted with the model. The tank car is unloaded into the weigh tank by pulling a vacuum on the weigh tank. The tank car then is washed by circu lating "gasoline". The clear "gasoline" is circulated, with "tetraethyl lead" en tering the stream in the proper con centration and the material for color ing the gasoline to the refiner's specifica tion coming from the miniature dye pot. A complete demonstration is given at meetings conducted for refinery per sonnel, showing blending procedure, with an extensive discussion on the eductor valve and the ability of vacuum to raise liquids in the lines. JAM-ARY 1941 [ i3 ] ETC 31193 lisa Old Man River Gets a Streamlined The Stanolind, latest word in towboat efficiency, which was built on Lake Michigan and traveled past five states to reach her home berth in Illinois. Towboat beam, draws 8 Yz feet of water. Deck house and pilot house are low-lying, as k'j are the short stacks rising from her texas HORACE BIXBY, once the most For the towboat of tomorrow has ap deck. Twelve hundred horsepower famous pilot on the Mississippi and the man who taught Mark Twain his art, peared--all metal, streamlined, sturdy, and super-powered to make long runs transmitted through 76-inch propellers, gives her "oomph" to move 2,400,000 would sit up in his grave and blink if he could see the latest type of river boat pushing a block of heavily loaded barges ahead of it. gallons of Stanolind oil products in six loaded barges, even against the current. nosing its way past Cairo and "taking This is the Stanolind A, built for In each efficient detail she's a 1941 the fork" up the old Ohio river. Standard Oil Company of Indiana, de model water craft. The engine room is It is a far cry from the floating palaces of the 1860's, such as the Xatchez or the Robert E. Lee, that used signed for barge service on the Missis sippi and Ohio rivers, with her home port at Evansville, Indiana. She measures neat as a pin; even the roar of the two 600-horsepower engines is deadened with a Maxim silencer and sound-proof to race each other proudly up and down 144 feet in length, from her four stubby material on che bulkheads, so the engi hi the river with pine smoke and sparks rolling from their twin funnels. The towing knees at the bows to her twin screws aft--tunnel-type, for work in neer can talk easily with the pilot through loud speaker microphones. The new boat even makes obsolete the more shoal river waters. She is 3 5 feet in the pilot house would have our Horace modern stern-wheel towboats, designed to push long lines of barges lashed to gether. Soon they too will disappear, leaving to the rivermen only their mem ories of the soft, whistling puff-puff of exhausts, the muffled booming of pad dle wheels below the bend, and the quiet, carefully pulled "ding-ding . . . dang" /J'' u' f?, of the engine room bells coming across the water at night. Captain Charles E. Rheinhardt at the steering levers in the pilot house. In front of him is the modern semaphore type of engine-room telegraph; over head are controls for searchlights. ETHYL NEWS [ i4 ] ETC 31194 Bixby blinking again. Instead of spin ning a tail wheel, the pilot manipulates j pair of shining brass levers to steer the boat. Electric fans and a modern heat ing system guard him against hot or cold weather; a shining aluminum high swivel chair provides for his further comfort while he's on wheel watch. A battery of high powered searchlights aids him at night; no longer will he need to read each ripple of the dark water with owl's eyes to know when he's in the channel. No less sumptuous are the crew's ac commodations. Besides having a roomy, well-equipped mess room and galley, they are provided with quarters that would have deep-water sailors green with envy. The crew is quartered two men to a room; each room contains a pair of bunks, two lockers for clothing and personal belongings, a drop-leaf writing desk mounted on the bulkhead, a streamlined leather-cushioned chair, a 15-inch electric fan, and a wash basin with hot and cold running water, medi cine cabinet with plate glass mirror, towel rack, toothbrush holder and soap dish. Each berth is fitted with curtains to shut out the light--and for those who like a mystery story before going to sleep, there is a private reading lamp at the head of each berth. An old print of the famous race between the Robert E. Lee and the Natchez, river queens of an earlier era, shows how they differed from the 1941 model. The kitchen of an up-to-date housewife is no more efficiently equipped than the Stanolind's A's galley with its oil-burning range, two electric refrigerators, sink and drain board, lockers and dish racks, electric coffee urn, electric fans and clock. vgVi In each of the crew's seven staterooms there are two metal berths, two lockers for clothing and personal effects, a drop-leaf table, a 15 -inch electric fan, wash bowl with hot and cold running water, plate glass mirror and cabinet over the wash basin. rsmnnww II1 ROBTE.LEE DECEUlBEIt 1940 [15] ETC 31195 Stock Yard Has a Birthday Chicago Livestock Market, Largest in the World, Marks 75 Years of Service to Agriculture. Volume of Business Exceeds 21 Billions. CHRISTMAS DAY, 1940, marked the completion of 75 years of service to American agriculture by the Chicago Union Stock Yard which first opened its gates on that day in 1865. Since then it has won recognition as the greatest competitive livestock market in the world. A total of 896,000,000 cattle, hogs, sheep and horses has been sold there for $21,500,000,000, and this large sum, returned to farmers and stockmen throughout the Corn Belt and the west ern states, has been a leading factor in developing the agriculture of those regions. No matter what type of live stock the producer desires to sell, he has always been able to find a cash buyer among the many who bid against each other on the Chicago market. An average of 1,000,000 head has been sold each month during threequarters of a century. Located at the greatest of all railroad centers, between the vast producing areas of the West and the thickly popu lated consuming centers of che East, the Chicago livestock mart occupies a stra tegic position. Twenty-eight railroad systems bring in livestock or carry them away, making the city a natural meeting place for shippers from the West and buyers from che East. Due to the tremendous volume of livestock always available, the largest packing houses in the world have been A general view of a few' of the cattle pens at the Stock Yard. In the back ground is the Exchange Building and the aerial of radio station WAAF. constructed just west of the market in what is called Packingtown. Over 300 buyers, representing the Chicago plants and slaughtering establishments located throughout the East, are constantly in attendance and establish true market values by balancing all factors of sup ply and demand. The fact that Chicago sells a larger volume of livestock than any ocher point makes it the price bas ing point for the entire industry. The Chicago market has also been an important factor in making agriculture more profitable and attractive. As far back as 1871 a national swine show was held on its property. In 1900 the world famous International Live Stock Exposition was founded and a perma nent home given it at the Chicago Stock Yard. Starting at first as purely a live stock show, this exposition has expanded ETHYL NEWS [ S] This print shows the Hough House as it looked shortly after the Civil War. The site, which is at the East entrance to the Stock Yard, is now occupied by the up-to-date Stock Yard Inn. its sphere of usefulness and has added such important departments as the In ternational Grain and Hay Show. The 41st International, which was recently staged, set still higher standards for an educational agricultural exhibition. How did this great commercial in stitution, the Chicago Union Stock Yard, happen to come into existence at the location where it is now, within the borders of a great metropolis? The earli est records disclose that livestock were driven from the rich Wabash country of western Indiana over trails to near the site of Fort Dearborn at the mouth of the Chicago River, where they were slaughtered to furnish fresh meat for the garrison and the early settlers. In the 1830's the first eastern outlets for Chicago packed meat developed, when orders were received for barreled beef and pork to be shipped by boat to Buffalo, New York and other cities. Since there was no livestock market as we use the term today, it was necessary for the men who received these eastern orders to ride down into Indiana and Illinois, purchase the required animals and drive them to Chicago. For the next twenty years the city had two packing seasons, one for beef in the late fall and one for pork during the cold weather of winter. The stockmen grazed their cattle on the lush grasses of the prairie, gradually work ing them toward the city to be slaugh tered in the small packing houses. The ___'SZXT ae --- * itK -- meat was packed in barrels, loaded on lake vessels and started eastward before Lake Michigan was closed to navigation for the winter. After the beef was shipped, the pack ing houses prepared barrels for the com ing crop of pork. When the weather grew cold, farmers brought in their hogs either on sleds in carcass form or on foot over the icy roads to be packed. As soon as the ice was out of the Great Lakes in the spring, the meat was hur ried forward ahead of warm weather, as in those days refrigeration was un known. As early as 1836, the Myrick Tavern on the lake shore was a favorite stop ping place for drovers bringing their animals up from the southern country. In order to furnish facilities for its --*- PfcrricJ X- tiii! m* - ktit [11 guests, this tavern provided pens for livestock as well as stables for the horses, and in due time the buyers in the city found it convenient to ride out and trade with the drovers at that point. However, much of the land near Chi cago was low and swampy, so to make it easier to reach the trading center a series of planked roads radiating from Chicago into the country were built. These were toll roads and those who used them paid a certain amount per mile for each horse or beast. Soon other taverns were built on these roads near the limits of the village, each with its compliment of barns and pens and so other livestock markets sprang up. The year 1852 marks the real begin ning of what we now know as a live stock market. In that year two railroads, the Michigan Central and the Michigan Southern, reached Chicago from the East after a spectacular construction race. This caused the livestock market to spring immediately into greater im portance, as it now had buyers from Chicago plants and eastern slaughtering houses. In 1856 a junction railroad joined the Chicago Sc Northwestern and the Chi- The Stock Yard looked like this in its early days. In the left background is the old Exchange Building, a dwarf in comparison with the present nine-story edifice which was built on the same site. JANUARY 1941 r*7] ETC 31197 cago, Burlington & Quincy lines with the eastern railroads, making it pos sible for livestock arriving from the West to reach the growing markets of the East. For several years these railroad markets divided the livestock trade in the city and with the coming of the Civil War the volume of business which they handled increased tremendously. Packers who had previously operated at Cincinnati, known as Porkopolis be cause it was the largest pork slaughter ing center, and other cities dealing with the South transferred their operations to the safer territory at Chicago. New packing houses sprang up and Chicago forged to the front as the leading pork packing center, just as it had a few years previously taken the lead as a beef slaughtering center. In June 1864 the Chicago Pork Pack ers Association called a meeting to pro pose a possible plan to consolidate the numerous yards in relation to the rail roads and thus eliminate an inconve nience. In July 1864 the railroads agreed to finance largely the construction of a great union stockyard south of the city and a junction railroad connecting all nine lines entering the city. They agreed to transfer all of their business to this market and to handle all incoming and outgoing livestock through this union yard. On February 13, 1865, a group of Chicago packers and railroad men ob tained a charter for the Union Stock Yards and Transit Company, and in July of that year ground was broken on a 345 acre tract lying just south of the city limits. A great nine story brick hotel, known as the Hough House in honor of Colonel R. M. Hough who was the leading spirit in charge of the actual construction of the market, was built on the present site of the world famous Stock Yard Inn. An independent post office known as Stock Yards, Cook County, Illinois, was established. The Chicago Union Stock Yard has its own daily livestock paper, its own bank, its own branch post office, its own telegraph offices. It is, in fact, still an independent community within the larger metropolis of Chicago. On Christmas Day, 1865, the Stock Through this historic stone gate at the entrance to the Stock Yard trucks carry a greater tonnage of livestock than is received at any other point in the world. Yard, which was destined to be the out standing livestock market of the world, opened its doors for business. Due to conflicting reports concerning its actual opening, there were no livestock re ceived on the first day. However, on December 26 the first train of fifteen cars of hogs was sold with great en thusiasm. The principle upon which the Chi cago market was founded, that the best method of selling livestock is in free and open competition, proved sound. Throughout the intervening years a steady stream of livestock has poured into the mart and been converted into cash. With the advent of the hard roads and the availability of trucks, a large number of animals began arriving over the highways, until now a greater ton nage of livestock is received at this market by truck than at any other point in the world. Approximately fifty per cent of the livestock received at the yard is brought in by truck. Some of these shipments come from distances as great as 800 miles, but the average trucking distance is one hundred miles. In 1939 there were received at the yards 147,816 truckloads of livestock, repre senting about 29,5 00,000 miles of truck travel, which consumed close to 5,500,000 gallons of gasoline. i Jit 3 Yesterday meets today when a covered wagon of 1865 vintage, visiting the 1940 International Livestock Exposition at the Chicago market, halts before the modern Stock Yard Inn. ETHYL YEWS [18] ETC 31198 One of New York's new 3,300-gallon street flushers takes the first bite into a storm which hit the island with hur ricane force. Keeping New York's Streets Clean A Fleet of Thousands of Motor Vehicles is Maintained by the Me tropolis for Use in the Year 'Round Battle Against Dirt and Snow. WHEN a big snow storm hits New York City it can really tie things up. Seeing that it doesn't is the job of the Depart ment of Sanitation, the battalion of "whitewings" who, under Commissioner W. F. Carey, spend their time in good weather collecting refuse, cleaning and washing the streets, and piling up filling in areas where landfills are needed. Because traffic on the streets of New York is so dense, it is all-important to keep them open from the very first flur ries of snow. Letting the storm get a head start would mean such confusion that snow-removal efforts would be seriously hampered. With only the cen ter of the streets open, all traffic moves at the pace of the slowest vehicle. Park ing becomes hazardous and cars are left almost in the middle of the road, block ing other cars and getting in the way of snowplows. For this reason, storms are anticipated as much as possible and equipment for battling them is made ready, waiting at the 58 various departmental garages about the city. Not only is the conven tional type of snowplow used, but many of the Sanitation Department's garbage trucks or sprinkler trucks are quickly fitted with broad plows and sent out to keep things open. Dump trucks and loaders scurry out to carry away the piled-up snow. Because of the need for immediately mobilizing snow - clearing facilities when a storm strikes, most of the regular equipment used by the de partment is designed to be of use during winter storms. The present streamlined, covered, au tomatic - loader - collection truck was evolved with two thoughts in mind: to control dust and litter, as was prac tically impossible with the old open trucks, and to eliminate the need for lifting heavy cans six or more feet. Many employees were suffering from hernia or other internal injuries from the strain of heaving up the cans. Now they merely dump each can into a hop per in the rear and a conveyor distrib utes the material evenly over the entire truck. The latest units have a hydraulic drive on the conveyor, so arranged that if the conveyor clogs, a special valve reverses the mechanism and allows it to clear it self. All these machines, like the street flushing trucks, are fitted with plows in winter time. The street flushers, most of them de signed by department engineers, will wash the dust and debris from seveneighths of a mile of pavement, over a path 40 feet wide. They carry 3500 gal lons of water. Another summertime machine which does double duty in the winter is the patrol sweeper, a three-wheeled affair with brooms underneath and, in snow season, a plow in front. Operated in three shifts throughout the 24 hours, each machine will sweep 60 miles of curbs a day. A rotary broom of steel fibre in front throws dirt from the curb directly under the machine. Another spinning broom made of split rattan or bassine fibre tosses these sweepings into a metal hopper under the car. In winter the plow and sweeper can be operated together or independently. But this isn't all. Hundreds of trac tors are fitted each winter with cross walk plows, to spend their time nosing into drifts in busy locations, pushing away the high ridges of snow that trucks or other snowplows leave in the pedestrians' way. Two other types of equipment complete the picture -- the open trucks which haul the snow away and the automatic loading machines which throw the snow into these trucks. Each department snow-loader can load 15 tons a minute. All these vehicles--more than 2,000 JANUARY 1941 [] of them--make an impressive fleet of automotive equipment, but this is not by any means the whole list. There are also 143 executives' passenger cars, 29 motor tricycles, 5 8 light delivery trucks, three fuel tank trucks, four 700-gallon pumpers formerly used by the fire de partment, 22 rack platform trucks, and three tractor-trailer units for carrying heavy equipment around. Two of these carry 20 tons; the third has 10 tons capacity. Above and beyond these, there are many pieces of equipment used in land fill or construction--four truck cranes, 24 crawler wagons of 20 tons each, seven dragline excavators, three power road-graders, 46 sand spreaders, a crawler shovel, and three complete of fices--with desks, lights and telephones, mounted on 7-ton chassis. They are used as headquarters during landfill operations or on emergencies where long, arduous rescue work is necessary. Because of the size of this fleet, a reg ular program of preventive mainte nance was instituted in the faE of 1936. Although this type of fleet care has been used by many private operators, New York's Department of Sanitation believes it is the first municipal depart ment to practice this mass economy. Since its inception, maintenance and repair bills have been reduced more than thirty percent. Picture on the Cover % A busy little cross-walk plow, used mainly for clearing intersections, is photo graphed here piling up snow on one of the busy industrial streets. Later the snow will be loaded on a truck by a snow-go machine. One reason the kids don't make snow forts in Xew York. To keep the streets clear for traffic, all the snow is hauled away and dumped into the river. Here a squad of hired trucks lines up at Battery Park with a load for the Hudson River. This month's cover shows the historic meeting of Washington and Lafayette at Valley Forge, from a painting by A. Chappel. An engraving by H. B. Hall, copyright 185 8, is in the collec tion of the Xew York Historical Society, by whose permission a copy was made. Awkward looking but practical, these snow-go machines are able to load fifteen tons of snow per minute. ETHYL YEWS [zo] NO RETURN TO DARK AGES Interview With Scientists Reveals a General Note of Optimism, Says Bruce Bliven, Writing in the New Republic. Reasons for War Seen Becoming Obsolete. THE SCIENTISTS are on the whole optimistic--markedly more so than any of the other groups in the community with whom he has recently come into contact, says Bruce Bliven, writing in the New Republic. They do not believe that civilization is perishing, that the Dark Ages are about to return. On the contrary, they think that through the work of science itself, mankind is on the threshold of a new and better exist ence than ever before. They feel, for example, that most wars nowadays are fought (or so the statesmen say) for reasons that are al ready partly obsolete and will soon be almost entirely so. One important basis for international conflict is the struggle for raw materials, and natural resources many of which we are already able to reproduce artificially in the laboratory. It is always stupid for men to kill each other; but it becomes doubly foolish when they do so for the possession of things that they can easily and abun dantly obtain in other ways. The scientists, with almost no excep tions, believe firmly in democracy as the only possible way of life. They con sider that one of the most important things in human experience is the search for truth, and they know that this is only possible when the "winds of free dom blow." It was the liberalism that came to Europe in the eighteenth cen tury that made possible the great ad vances of the last ISO years--advances far larger and deeper than in all man's previous history on earth. They believe--and have vehemently stated -- that under the totalitarians, with their rigid restrictions on men's minds, their denial that there is any such thing as universal truth (distinct from Nazi or Fascist or Communist truth) progress cannot long continue. These research experts show little fear that mankind is destroying the irreplacable raw materials and will some day suffer drastically for this. The reason is that some of these resources have proved to be far greater than was supposed. Not long ago, for example, people were worried lest our oil resources should last only a few years longer; and it is a fact that at the present rate of consumption, oil for gasoline within the United States would be exhausted in about thirty years. But there is enough oil in shale The Following Service Awards have been made as of January 1st, 1941 IS YEARS Fred J. Dykstra Chemical Research, Detroit Thomas E. Ronan Sales, New York 10 YEARS Henry K. Ball ' Sales, Boston Harold A. Beatty Chemical Research, Detroit Alma I. Brasure Manufacturing, Deepwater Charles E. Colvin, Jr. Manufacturing, New York rock (at a somewhat higher cost of ex traction) to last 3,000 or 4,000 years and there is coal enough for about 2,000. Nowadays gasoline can be made from shale rock or coal. Tomorrow its sources may be almost anything containing carbohydrate material. The other day in the laboratory of Dr. Ernst Berl of the Carnegie Institute of Technology was exhibited a test tube full of high grade motor fuel. It had been made from molasses. Dr. Berl (who, incidentally, is a great former Austrian chemist and is a Hitler refugee) can produce the same result from corn, wood, seaweed or leaves. We can also run motor cars on alcohol, and alcohol can be made from corn, molasses, beets, Jerusalem artichokes, sweet potatoes--or for that matter, from petroleum, wood or coal. Moreover, we do not know how much greater efficiency may be achieved in the future from gasoline itself by new methods. Already we have almost tripled the amount of gasoline obtained from a gallon of crude oil, by new types of extraction. The latest "cracking" process, and the addition of tetra ethyl lead, save every year in the United States about one thousand times as much power as is produced by all the vast dams of the Tennessee Valley authority. Homer H. Dedo Engineering, Detroit Lowell A. Dollahan Sales, Chicago Donald S. Flynn Sales, Kansas City Everett N. Garnsey Gasoline Testing, Yonkers Herbert F. Green Gasoline Testing, Tulsa Dan M. Guy Sales, Tulsa Howard Lappe Sales, Kansas City C. Fred Naylor Sales, Seattle J. B. Taylor, Jr. Engineering, Detroit J. D. Thompson Gasoline Testing, Baton Rouge 5 YEARS Robert W. Hogan Sales, Baltimore Richard B. Sneed Engineering, Detroit JANUARY 1941 [" ] C. P. Speaker, Ethyl Corporation, H. M. Kcast, AAA Service Manager, and W. G. Ball, Ethyl Corporation, discuss the cut-away chassis used in the school. Ethyl and AAA Complete Cooperative Tune-up School at Philadelphia THE Automobile Club of Philadelphia, affiliated with the American Automo bile Association, has recently completed a series of ten lectures on motor tuneup designed to directly' improve the ser vice offered by the AAA to its members. An analysis recently completed by AAA road service officials, indicated that more than 40% of the emergency service calls arose from tune-up items. Thus, it might be said that 40% of AAA calls actually could have been avoided had each car involved received an adequate motor check periodically to catch trouble in the shop before it could give rise to an emergency service call. Since the AAA is not engaged in main tenance work, its only alternative is to train member garage employees in the art of emergency diagnosis. This program, one of the first of its kind for the AAA, was inaugurated by Herbert M. Keast, manager of the Emergency Service Department for the Philadelphia Club. Mr. Keast in pioneer ing such an activity for the association stated "that any effort to bring to our member garages a clearer picture of engine maintenance theory and the quick diagnosis of road service troubles, will be of immeasurable value in im proving our emergency service." Accordingly, a cooperative tune-up school was launched with lectures held once a week in the club auditorium. Various companies in the automotive field contributed speakers to the sched ule and their services to the planning committee. The committee in charge of organizing the courses comprised Mr. Keast, Allan Hoover of Sullivan Brothers Company, and W. G. Ball and W. F. Nixon of the Ethyl Gasoline Corporation. In organizing such a train ing program the committee decided on the basis of previous experiences, that the subject of emergency diagnosis is too great to cover in a few lectures without sacrifice of the required back ground information. Hence, the subject matter was divided into ten parts, each part to be covered in one evening by a speaker trained in this particular phase of the work. Following is the schedule and the sub jects covered by the cooperating com panies: Meeting Sublect Speaker 1 Motor Tune-up Procedure W. G. Ball 2 Cirburecion Theory Allan Hooter 3 Motor Fuels &: Combustion W. G. Ball -1 Compression Sc Its Beering on Tune-up R. G. Riley 5 Batteries Sc Starting Motors Clarence Letts 6 Generators &: Regulators H. M. Artley 7 Ignition Ettic. Planas 8 Spark Plugs Mr. Bucklin 9 Carburetion Problems Chat. P. Speaker 10 Tune-up Problems Cbas. P. Speaker 11 Meeting the Customer A. Williamson Each shop represented received a set of Ethyl's tune-up posters as well as valuable printed data on tune-up from the manufacturers who cooperated in the school. One of the garage owners represented in the school has recently purchased a chassis dynamometer and in apprecia tion for the information he secured from the school he has offered the facil ities of his shop for an additional session so that all the men who attended the school may' receive an evening's train ing in dynamometer analysis and tuneup for maximum power. In view of the success of the school, it is contemplated that the idea may be extended to certain other of the larger AAA clubs. ETHYl ,YEW'S [] ETC 31202 entow clings to the branches of the trees to create this winter won derland at S/. Marguerite in the Laurentian Mountains, Quebec. Photo courtesy Canadian Pacific Railway. ETC 31203 -rig 8Vw__ Helping America deliver the goods -America's ability, not only to produce goods efficiently, but to deliver them where and when they are wanted, has become a keystone of our national strength. In our vast fleets of motor trucks--trucks ofmany types and sizes built to carrv a thottsand-and-one com modities--we have a fast transporta tion system that is ready to serve the Nation. And as motor transportation takes on new importance, research to improve commercial vehicles and the engines and fuels that propel them takes on new significance. Rapid as automotive progress has been in the past ten years, engineers look forward to a decade of even greater improvements. But the further developinentofmotor transportation is a task not only for the makers of engines, engine parts and materials, but also for those re Our research facilities, together with sponsible for the development of the results obtained from many test.1 fuels and lubricants. For fuels and en and experiments with possible futurt gines are inseparably related in their fuels, supercharged engines and en use and development. gines having super-compression ratios That's why we of the Ethyl Gasoline are always available to the technica Corporation, through our Research men and organizations now planning Laboratories in Detroit and San Ber to help America "deliver the goods.' nardino, are helping to coordinate the developments of the automotive and petroleum industries. Our research Eihxl Gasoline Corporation, Chrysle workers cooperate with refiners to pro Building, Aav York City, manufacture duce fuels best suited to the engines of anti-knock fluids used by oil con- of tomorrow and cooperate with en panics to improve gasoline. gine designers to make the _ best possible use ofsuch fuels. In addition, our field engi Better" and mof^iec^^mca neers work constantly with users of engines and fuels in the practical application of ::firdnsportatzaig&/yg ^lTHYC>ES^l$ERVi laboratory findings. etc 31204 ** .V; 1~ '>* I ,1 ./; - j-1. . .' : *v' x. ft, ' ~ '.'V.' ;. V i '&;-/ K ***+ w^Kf->+-i; M.. * -* :fc ' *Cyc4`M^-!i^iSf49^-a^ >< i *M- H<*' ~~i3: -< - * " S ^W/T . - ;' #P /(*,/&/ 7^- V v, t i >;*' ^'fp')$i$!$ H . 5=, V w;- v. ^ . /? . . v y* ^NdS'^ .,, " , :s^||j\'li ler msm ww,vj i wwm niwjjwwttxjg^jggrjs imsm ETC 31205 "* siS Ethyl Gasoline Corporation Chrysler Building, New York City W. CARY HARRIS Editor FRANCIS V. V. ADRIANCE RUSSELL B. WESTON Associate Editors Correspondents SALES DEPT. J. A. Costello Atlanta F. S. Cronin Baltimore B. R. Jones Boston A. B. Wyrick Chicago A. C. Tully Dayton D. S. Flynn Kansas City R. L. Goltz New York M. P. Murdock Los Angeles C. F. Naylor Seattle L. L. Huxtable Tulsa MFG. DEPT. L. Barnum Baton Rouge C. Wasserman Deepwater E. J. Nieser Administration Dr. Beatty Chemical Research E. L. Barringer Detroit J. C. Pope Gasoline Testing The material in this publication may be reprinted provided due credit is given the "Ethyl News" or Ethyl Gasoline Corpo ration unless ic is a copyrighted article. FEBRUARY 1941 VOLUME 8, NUMBER 2 Without A Chance A squalid village set in wintry mud. A hub-deep oxcart slowly groans and creaks. A horseman hails and halts. He shifts his cud And speaks: "Well, did you hear? Tom Lincoln's wife today. The devil's luck for folk as poor as they! Poor Tom! poor Nance! Poor young 'un born without a chance! "Another squawking, squalling, good-for-naught Spilled on the world, heaven only knows for what. Better if he were black, For then he'd have a shirt upon his back, And something in his belly, as he grows. More than he's like to have, as I suppose. Yet there be those Who claim 'equality' for this new brat, And that damned Democrat Who squats today where Washington once sat, He'd have it that this Lincoln cub might be Of even value in the world with you and me! "Yes, Jefferson, Tom Jefferson, who but he? Who even hints that black men should be free. That featherheaded fool would tell you maybe A President might lie in this new baby! In this new squawker born without a rag To hide himself! Good God, it makes me gag! This human spawn Born for the world to wipe its feet upon A few years hence, but now More helpless than the litter of a.sow, And -- Oh, well! Send the womenfolks to see to Nance. "Poor little devil; born without a chance!" By Edmund Vance Coore IN THIS ISSUE Without A Chance The Lincoln Country First Union Station of the Air Ethyl to Have New Laboratory The Mighty Mountain Army Orders Midget Trucks Ethyl Sales Organizes for Closer Cooperation with Industry The Fuel Factor in Engine Design Chicago's Boulevard Fin America as it Used to Be Life's That Way ETC 31207 The Abraham Lincoln Tomb is located in Oak Ridge Cerhetery, Springfield. Courtesy Herbert Georg Studio, Springfield ;//_ The Lincoln Country The people of Illinois, his adopted state, have set up many monu ments to the memory of their most famous citizen. KENTUCKY was Lincoln's birth place, Indiana his boyhood home but it was in Illinois that the young back woodsman of 21 grew to be one of the greatest statesmen of our country. The people of Illinois are very proud of their most famous citizen and have over a period of years erected and main tained a host of memorials commem orating Abraham Lincoln. The Lincoln Memorial Highway run ning from Vincennes, Indiana, to Beards- town, Illinois, takes the modern motor ist over the exact route followed by the Lincolns with their covered wagon in the 1830's. Everywhere along the high way one finds reminders of the railsplitter, surveyor. Black Hawk War soldier, circuit rider, debator and legis lator who was to save a nation. The most- elaborate of the many memorials is at New Salem State Park, twenty miles northwest of Springfield, Illinois. Here the little village of New Salem which played such an important part in the development of Lincoln, the man, has been restored exactly as it was from 1831 to 1837, the years that young Lincoln lived and worked in the village. It was in New Salem that Lin coln met Ann Rutledge, worked as a storekeeper and earned the title of "Honest Abe". He served as village postmaster, was chosen by a group of New Salem volunteers as their Captain in the Black Hawk Indian War and sur veyed much of the surrounding country for the county. He was elected to the State General Assembly from the New Salem District and was admitted to the bar while still residing in the village. The restoration of this village is the only memorial of its kind and forms one of the most comprehensive collections of early Americana ever assembled. The only original building in the vil lage is the Onstot Cooper Shop (barrel shop). It was built in 1834, moved- to Petersburg in 1840, and returned to New Salem in 1922. In this little shop Lincoln read law by the cooper's fire. Thirteen cabins, six shops and the Rutledge Tavern have been reproduced and furnished as they were in the 183 0's. A Federal Post Office is operated in the store where Lincoln served his postmas tership and even the gardens in front of the cabins are planted with historical authenticity. Adjacent to the village is a museum housing an interesting collec tion of Lincoln relics and articles associ ated with the history of New Salem. In 1837 Lincoln moved to Springfield, the capital of Illinois, where he lived for 24 years, leaving after he was elected President of the United States. In Springfield he married Mary Todd and here their four children were born. Here also was the only house that Lin coln ever owned, and it stands today furnished exactly as it was during the time the Lincoln family lived there. The city of Springfield abounds with places and events associated with the life of Abraham Lincoln. The old State House where he served in the state legis- ETHYL NEWS [4] The Abraham Lincoln Home, only bouse he ever owned, as it stands today nt Springfield. Courtesy Herbert Georg Studio, Springfield, 111. l.irure, argued before the Supreme Court, and debated with Douglas still stands in the center of the city. The , rficcs occupied by Lincoln during his law partnerships with Stuart, Logan and Herndon, the Governor's Mansion where the Lincolns attended many large parties, and the railroad station from which Lincoln made his famous fare well address to the people of Springfield as he left to become President of the United States, are all famous landmarks. The most outstanding memorial is the Lincoln Tomb located in Oak Ridge Cemetery on the outskirts of Springfield. Here rests the body of the Great Emancipator, 3round which are draped the flags of the states through which successive generations of the Lincoln family passed before halting in Illinois. Lining the corridor around the base are nine statues of Abraham Lincoln and in the base are buried Mrs. Lincoln and three of their four children. Throughout all of central Illinois one finds many reminders that this was the Lincoln Country. South of Springfield lies the little town of Vandalia, one time capital of Illinois, and the State House in which Lincoln served his first term in the state legislature still stands in the village square. Closely associated with Lincoln, the An interior view of the Lincoln-Berry Store in the reconstructed village of New Salem State Park. Courtesy Herbert Georg Studio, Springfield, III. circuit rider, are the Mt. Pulaski Court House in Logan County and the Metamora Court House in Woodford Country, both a short distance north of Springfield. In these court houses and the twelve others in the old Eighth Judicial District Lincoln, in his associa tions and combats with Douglas and other brilliant attorneys of the day, FEBRUARY 1941 Is] ETC 31209 broadened his facilities and found the technical schooling he lacked as a youth. These buildings saw much of Lincoln, who for nearly a quarter of a century rode the old Eighth Circuit as a lawyer recognized for his leadership, his com mon sense and his endless store of wit. Another tie that binds the memory of Lincoln to the people of Illinois is Lincoln Log Cabin State Park, in Coles County, southeast of Springfield. Here Thomas Lincoln and Sarah Bush Lin coln, Abraham Lincoln's father and stepmother, settled in 1837 and spent their last years. The Lincoln cabin was exhibited at the Columbian Exposition in Chicago in 1893 and, while dis mantled, it mysteriously disappeared. When the State, after acquiring the site of the original cabin, set about recon structing it, existing photographs and affidavits of old settlers were used to duplicate all its original details. A pole barn stands nearby, and an ash-hopper for making lye, long steel wedges for splitting rails, an ox-yoke and a grind stone have been added. Authentic in terior furnishings complete the picture of the old Lincoln Home. And so the people of Illinois hold the memory of their "Honest Abe" deep in their hearts -- the memory of a gaunt man in a tall hat, an old grey shawl around his shoulders, walking slowly with head bowed in thought. A man born in a log cabin, he ascended to the White House. Attending school less than one year, he became a great orator and writer. Beset with disappointments and defeats, he rose above them and be came one of the most revered and be loved of statesmen in all history. The Lincoln-Berry Store as it looks from the outside. Hi'.l-McNeil Store and U. S. Post Office in New Salem State Park. Here the young Lincoln clerked and was Postmaster. rirstTT? *___ . TUTn*ion sO t. at, i*on oxf" t,, h1 e AA i r Airlines Terminal, Constructed at a Cost of $5,000,000, Opens in Heart of New York. Six Companies Leasing Building Offer Worldwide Service. AVIATION took another forward step with the recent opening of the Air lines Terminal, the first union station of the air, located in the heart of Manhat tan, directly across 42nd Street from the Grand Central Terminal. This $5,000,000 building, which was financed by the Mutual Life Insurance Company of New York, is leased by six airlines-- American Airlines, Canadian Colonial Airways, Eastern Air Lines, Pan Amer ican Airways, Transcontinental and Western Air, and United Air Lines-- which schedule regular flights to almost every section of the globe. A traveler, wishing to go to Phila delphia or Chicago, to .Lisbon, Buenos Aires or Hong Kong, enters the terminal and boards the escalator, which takes him to the Main Rotunda or waiting room. Surrounding him he finds the names of six airlines, embossed on glass borders above curved counters. He chooses the one he wants. Over the entrance to the Airlines Terminal is a map of the world. Above is seen the red and green beacon light. Lower right, the newsreel theatre is opener business. Recesses about two feet wide and two deep break the continuity of the coun ters, and in one of these he places his luggage. A closer look shows him the latter is on a scale and the ticket seller is reading its weight through a small glass panel on top of the counter. The baggage is then placed on a high speed conveyor belt, which carries it to a waiting motor coach. When the traveler's destination is called through a loud speaker system, he walks through swinging doors at the far end of the Rotunda to a group of motor coaches, lined up side by side. The coaches are standing on the floors of large elevators--the terminal has six of these--which have whisked them up from the garage at the bottom of the FEBRUARY 1941 [7] ii i One of the luxury motor coaches, used to ferry passengers to waiting planes, enters the Airlines Terminal. four-story basement. One of them con nects with his plane, and in about half an hour he is flying through the air far above the metropolis. If the traveler has plenty of time be fore his plane leaves, he can step on one of the two escalators or one of the two passenger elevators and descend to the terminal's elaborate restaurant and cocktail lounge; or he can spend his time in the 600-seat newsreel theatre, also in the building. Officials of the Airlines Terminal Estimate that during 1941 a million air passengers will use the new station, half of them on their way to outgoing planes and the other half coming into the city. The terminal will be the place of origin and termination of 41 flights daily be tween Xew York and Chicago, an aver age of one almost every half hour right around the clock. There are forty scheduled flights daily between New York and Washington, 24 between New York and Philadelphia, and 20 to the Pacific Coast. One flight goes every week to South America, three a week to Europe and one a week to the Orient. The building, which was designed by John B. Peterkin, architect, is six stories high, including the penthouse. It has four basements and 60 office rooms from the street surface up, in addition to the Main Rotunda. All metal construction eliminated the necessity of rivets, thus sparing the neighbors the ear splitting In the center of the main rotunda is the circular information booth and the terminal's master clock. din that usually goes with steel work. The exterior is of white limestone, with marble columns on the 42nd Street side. Topping the front of the building is a giant reproduction of an airport beacon, which alternately flashes red and green lights. The terminal is one of the most im portant telephone and teletype centers in the city, with thousands of miles of wires converging on the reservations offices. ETC 31212 Ethyl to Have New Laboratory Expanded Research Facilities in Ferndale, Mich., Outside Detroit, to be Ready for Occupancy During Summer of 1941. CONSTRUCTION work is pro gressing rapidly at the site of the Ethyl Gasoline Corporation's new research laboratories in Ferndale, Mich., a short distance outside Detroit. Contracts for the job were let in December and the building will be ready for occupancy during the summer of 1941. Until that time the present Ethyl laboratories at 723 East Milwaukee Avenue, Detroit, will continue in service. Chemical research laboratories were completed at the Ferndale location over a year ago. The new building, of which the chemical laboratories will form one wing, will also house engineering re search divisions for both automotive and aeronautical engines, the fuel test ing laboratory, the technical sales divi sion, the refinery technology division, and accessories facilities such as road testing, machine shop, maintenance, etc. "The great impetus of present day technology in the oil and automotive industries and the increasing complex ity of further advances in fuels and en gines call for a speed-up on our part to keep abreast of the demand of oil and automotive companies, if we are to con tinue, as in the past, to aid them in the most efficient use of advancing anti knock quality in fuels and expected progress in engine design," said Earl Bartholomew, Ethyl's director of engi neering research. "Equipment ordered for the new laboratories has been designed to pro vide a scope and detail of research not now available in our work on engines, engine parts and fuels." The Ethyl laboratories have for some years served as a focal point for co operation between oil and automotive technologists and it is expected that the range of this work will be expanded with the completion of facilities at This drawing by Albert Kahn, architect, shows how Ethyl's new research build ing at Ferndale, Mich., eight miles from downtown Detroit, will look on its completion this coming Summer. Ferndale. Predictions for even more rapid advances in the progress of fuels and engines during the next decade as sure an increasing need for this research as with each step forward progress be comes more complex. Albert Kahn is the architect for the new laboratories, and his blueprint calls for a structure which will be shaped like a huge letter "E." Construction of the building is being handled by the O. W. Burke Company of Detroit. This Month's Cover The picture on the cover, "Draft ing the Declaration of Independ ence," shows the committee of five, headed by Thomas Jefferson, at work on the most important document in American history. In the group are, left to right, Ben jamin Franklin, Jefferson, John Adams, Robert R. Livingston, and Roger Sherman. The picture is a copy of a painting by Alonzo Chappel and is reprinted here through the courtesy of the New York Historical Society, New York City. FEBRUARY 1941 [9] fI&e7&i W: 'vS&sSg;. ... .*?! ur' . Sa^ssSSSb2 '^.S Vt^. W#SpS* -i fj*. ;#5i 1^- {&./ ms?'i.wsn'."' **** TT^ptac* ~..4--- A halt is made at daybreak far above the clouds. The peaks rising through the sea of mist in the background are over 6,000 feet high. The Mighty Mountain shoes, alpenstocks, and hooded parkas i-.i to protect us from the cold high up on A Climb to the 14,408-foot Summit of Mount Rainier, Third the mountain. Before we departed the head guide called us together and gave Highest Peak in the United States, Offers to the Vacationist the us a last warning. Hazards of Real Adventure. "You'll probably find this climb is just about the toughest work you've ever done, so if any of you aren't in the best of physical condition you had bet ter not try it," he advised. IF YOU are looking for a holiday is topped by only two other mountains He looked as he spoke at a man in our that is out of the ordinary, a holiday in the United States, Mount Whitney party named Shelby. Shelby was almost that will test your physical stamina, in California which rises 14,495 feet sixty years old. give you a taste of really hazardous ad above sea level and Mount Elbert in Tommy Hermans, our guide, who venture, and linger long in your mem Colorado with an elevation of 14,431 was a graduate of the University of ory, then fill the car with Ethyl, drive feet. Twenty-eight glaciers, some of Washington and a school teacher during to Paradise Valley in the state of Wash them famous, and eternal snow several the winter months, set a snail's pace ington and climb mighty Mount hundred feet deep cling to Rainier's during the easy first part of the climb. Rainier. sides. The mountain, an extinct vol When some of us grumbled, he said: Formerly known as Mount Tahoma cano, covers an area of a hundred square "Don't be in a rush. You'll be glad by the Indians, the peak was given its miles. you took it easy when we get up a little present name in 1792 by Captain There were five of us, including the higher." George Vancouver, English explorer, in professional guide, in the party that left Camp Muir, at 10,000 feet, is com honor of Peter Rainier, a British ad Paradise Valley that July afternoon and posed of two stone huts and marks the miral who figured in the American started up Rainier. We were all equip end of the easy climbing. Climbers sleep Revolution. It is 14,408 feet high and ped with corduroy trousers, hobnail there for a few hours before crawling ETHYL NEWS [ to ] ETC 31214 cut at 2.30 a.m. to continue their trip. The reason for such an atrocious rising hour is safety. The trail passes under a lofty shoulder of the mountain, com posed of volcanic rock and known as the Rock of Gibraltar. When the sun gets around on the west side of Gibral tar, it melts the ice, which freezes every night, and drops rocks about the size of watermelons from great heights onto the trail. There have been several fatal ities because of these rock showers; therefore, unless a climber wishes to take his chances in a barrage of stone, he should pass under Gibraltar on his return journey before noon. We arrived at Camp Muir at seven that evening and ate a frugal meal-- full stomachs are a cordial invitation to mountain sickness, which is akin to sea- Uncle Sam's ski soldiers glide swiftly toward their objective. In the back ground is the massive form of Mount Rainier. Pictures, Inc. sickness. Since Tommy and I had dis covered that we were both brothers in the bonds of the same Greek letter fra ternity, he invited me to share the guide's cabin with him while the "bar barians" bunked in the larger stone hut. It was still dark and the temperature was below freezing--in mid-July, too-- when Tommy's alarm clock jangled harshly to rouse us from fitful slumber. Our breakfast before starting up the mountain consisted of one orange apiece and even that proved too much for one of the party. Shivering despite our heavy parkas, we started upward, but hadn't pro gressed very far up the rocky trail be fore Shelby commenced to have his The crater rim at last! Success brings smiles to the faces of all. At the right is the snow filled crater of the dormant volcano. Tommy Hermans, the guide, is second from right in the group. FEBRUARY 1941 ["] ETC 31215 troubles. The altitude was getting his wind. We had to stop every hundred yards or so to let him rest. At last he could go no farther, and we left him in a small hollow among the rocks, called Camp Misery because it marks the be ginning of the rougher trail beneath Gibraltar. "Don't stir out of here till we get back!" Tommy admonished him. "It isn't safe for you to go down the moun tain alone." At Camp Misery we lingered a while to watch the sunrise. Far below us were the clouds, a sea of purple in the pale light of early dawn. To the south, spaced almost equal distances apart, like towering sentinels, rose the purple cones of Mount St. Helen, Mount Adams, Mount Hood and Mount Jefferson. As it grew lighter, the purple faded, until the sun, a blazing ball, appeared on the rim of the horizon and changed the snow-garbed mountains to silver isles of mystery in an ocean with waves of gold. With the coming of the sun we smeared our faces with actor's grease The climbers pose before the larger of Camp Muir's two stone cabins. Here, 10,000 feet above sea level, climbing parties spend the night before rising in the gray dawn to continue the ascent. Crevasses hundreds of feet deep are the chief danger of the dim trail through eternal snow. Climbers must wear grease paint and dark glasses to protect faces and eyes from the glare. paint and put on dark glasses. The glare on the snow and ice of Rainier is ter rific and will burn your face to a crisp, regardless of how good a tan you may already have, unless you are liberal with the grease paint. I know, because I failed to cover part of my forehead and as a result suffered from as painful a crop of water blisters as was ever wished on a man. After some difficult climbing along the Gibraltar trail, we arrived at last at another hollow in the rocks, known as Camp Comfort. This marked the end of the ascent under Gibraltar and the beginning of the glaciers. Tommy Hermans uncoiled the long rope he car ried and tied us all together. The 2,000-foot ascent among the glaciers is probably the most dangerous part of the entire trip. The trail changes continually, due to the shifting snows. Crevasses 300 or more feet deep are numerous and not a few climbers have plunged to their death in these narrow fissures. Tommy halted us often in the ice fields for at that altitude the oxygen content of the air is meagre. Two of the party were seized by thb violent nausea of mountain sickness and a longer rest was necessary. We arrived at the rim of the crater, over 14,000 feet up, at 9:30 a.m. The others lay down on the rocks to rest, but I decided to go on around the crater alone. I wanted to stand on Columbia Crest, the mountain's highest point, which was on the far side of the crater. "Don't go down into the crater," Tommy warned me before I left. "There are warm springs there. Keep to the rim trail." The warm springs are the only hang over from the days of Rainier's volcanic activity. The peak has been dormant for many years. There were slight rumblings during the Nineteenth Cen tury but there have been no eruptions in historic times. Indian legend tells of a great eruption sometime in the past, and scientists are inclined to believe that this outbreak blew away the top of the mountain, reducing it from an orig inal height of over 16,000 feet to its present elevation. Still roped together, the mountaineers rest under the shadow of Gibraltar after their descent through the treacherous snow fields. Ahead of them lies one of the most dangerous stretches of the trail. ETHYt NEWS [ *] The trail around the crater is over a mile long and winds in and out among j.iCged volcanic rocks. While picking mv way along it, I saw a sight that puzzled me. A tiny striped ground squirrel, something like an eastern chip munk, scampered away from me. He was a bright-eyed and active little fel low, but what he lived on or how he got up there through all that snow and ice i5 still a mystery to me. On Columbia Crest there is a stone cairn in which reposes a brass cylinder. This contains a notebook, which I signed after the names of previous climbers of Rainier. Before going on I paused for a long look at the beauty which surrounded me on every side. Down in the valley forest fires had been raging for several days and a pall of smoke cut down visibility, but from this great height the smoke blanket was transparent and everything below stood out perfectly clear. Miles and miles of evergreen forests, interrupted occasionally by wide meadows bright with alpine flowers, stretched to the horizon. From the forests and vales rose lofty mountains of rock, their sides splotched with patches of snow and ice which threw back the sun's brilliance. In that clear, rare atmosphere Mount Jefferson far down in Oregon, 180 miles distant, was as easy to see as Mount St. Helen, only 70 miles away. The scene was one of surpassing peace and beauty, a far cry from the hustling, bustling world of civilization, the world of smoky cities, snarled traffic, discordant sounds and rushing throngs. When I arrived back on the other side of the crater I found the group there had been increased by two Eng lishmen, veteran mountain climbers who had come up alone. Tommy took a few pictures and then started us down. It was almost noon when we arrived at the head of the Gibraltar trail. At this point Tommy's manner be came that of a hard-boiled football coach. He drove us downward at a rapid pace, while he cast frequent ap prehensive glances at the mighty rock above us. He didn't want any casualties in a party guided by him. Not embattled Finns are these, but members of the Ski Patrol, 41st Division, U.S.A., learning how to conceal themselves from "the enemy" on the snowy slopes of Mount Rainier. Pictures, Inc. At rocky Camp Comfort, the last stopping .place before venturing out on the glaciers, the party takes a look at the rugged country below. We were soon out of danger and the tension lifted. We began to make bets that, when we arrived at Camp Misery, we would find Shelby had gone on down the mountain alone. "He better hadn't!" Tommy ex claimed good-naturedly. But he had! Tommy swore and made a few un complimentary remarks on the mental equipment of some people. I felt full of pep when we reached Paradise Valley again, but when I finished my supper I could hardly keep my eyes open. During the next three days and nights I couldn't get enough sleep. The Mount Rainier climb is a real test. FEBRUARY 1941 [] Rugged terrain doesn't halt a Pygmy. An auxiliary transmission gives the little fellow six speeds forward and two in reverse. Army Orders Midget Trucks Pygmies Now Being Tested By United States Army Are Light Enough to be Carried in a Plane. Four-wheel Drive Gives Them Traction for Work in Rough Country. PYGMY trucks are being tested by the United States Army and if they prove successful, the Army plans a fleet of 30,000 midget combat cars for the new streamlined Panzer divisions. These trucks are small, light in weight and highly maneuverable, and the little car is expected to find many uses in the military field, similar to those performed by the motorcycle and sidecar divisions of the European armies. Fundamentally, it is a reconnaissance car but it can be used to transport troops quickly or haul light field pieces. A contract for 1300 of these Pygmy trucks has been awarded the Ford Motor Company and manufacturing has com menced. "Command reconnaissance 4-4's" is the formal Army name for these midget cars. Their four-wheel drive provides them with plenty of traction for the most rugged terrain and they are capable of traveling sixty miles per hour. Their light weight will make it possible to carry two or three of them in a trans port or bombing plane, providing a very mobile unit. These Ford trucks have a wheel base of eightv-one inches and stand thirtyeight inches at the cowl. They are equipped with 5.50x16 tires specially designed for use in mud and snow. An interesting feature of the four-wheel drive is that the front axle can be used as a driving axle or an idling axle. There is an auxiliary transmission in addition to the regular gear box and the combina tion of the two gives the little car six speeds forward and two reverses. They are equipped with hydraulic brakes. In addition to the regular light equip ment, they are equipped with blackout lamps front and rear. A brush protects the front of the car and there is a wind shield that folds flat over the hood. There is also a folding top or canopy. During recent tests, these cars dem- ETHYL NEWS [ r4 ] A sixty mile-an-hour clip was hit by a Pygmy during a recent test at Camp iiolabird, Md. Blackout lamps can be urn below the regular headlights. onstrated an amazing ability to carry a cargo of one-fourth ton up sharp in clines as well as across rough and soft ground. Hand grips were placed around the outside so that the crew can "man handle" their machine should it fall into a hole too deep for it to dig itself out. These trucks are designed to carry throe men and an all-angle machine gun to be used as a protection against enemy aircraft. The Ford Pygmy truck is powered by a forty-two horsepower four-cylinder engine, and an adaptation of the high compression Ford tractor engine. This might be called a modern version of the tale of David and Goliath. The Pygmy's height is only 3 8 inches at the cowl. m- -3? ' HI JOHN G. MARTIN He will assist in the direction of the Boston, '.\ew York, Baltimore, Dayton and Atlanta Divisions. RICHARD C. MURPHY His territory is composed of the Chi cago, Kansas City, Tulsa, Los Angeles and Seattle Divisions. Ethyl Sales Organizes for Closer Cooperation with Industry Marcia and Murphy named Eastern and Western Regional Managers J. COARD TAYLOR, Vice Presi dent in charge of sales, has announced the appointment of regional managers to assist Harry V. Kalev, General Sales Manager, in directing the activities of Ethyl's ten division offices and adminis tering the enlarged program of cooper ative service to be undertaken in 1941. "It is expected," Mr. Taylor ex plained, "that the new administrative arrangement will expedite both our technical service and our cooperative promotional activities in serving com panies in the petroleum, automotive, bus, tractor, truck and accessory fields. Our plans for increased service effort have been discussed with a number of executives of our customer companies and it is believed that the changes in our organization will be effective in supplementing our sales programs." John G. Martin, formerly director of Ethyl Clinics, has been appointed regional manager of the five divisions in the East, comprising Boston, New York, Dayton, Baltimore and Atlanta. Richard C. Murphy, formerly New York Division manager, has been ap pointed regional manager for the five divisions in the West and Midwest, comprising Chicago, Kansas City, Tulsa, Seattle and Los Angeles. Mr. Martin joined the Ethyl organi zation in March, 1927, and for a year and a half covered the territory of Maryland, District of Columbia, Vir ginia, North and South Carolina, re porting directly to New York, since at that stage of the company's history divisions had not been formed. Trans ferred to Dallas, Texas, he opened one of the Company's first branch offices and supervised activities in Texas, Ar kansas, Louisiana and Oklahoma. Later headquarters offices for this division were moved to Tulsa, Oklahoma. In 1932 Mr. Martin was brought to New York to spend a year in special ized sales work, after which he was assigned to the Los Angeles Division where for four years he worked on sales promotional activities. He returned to New York in June, 1937, as director of Ethyl Clinics, to expand and supervise the Clinic program which he had been instrumental in establishing on the Pacific Coast. Mr. Martin was born in Norfolk, Va., on April 12, 1906, and received his early schooling in Suffolk, Va., and Florence, S. C. Later he attended Fur man University at Greenville, S. C., and the University of Richmond. Be fore coming with the Company he was with the Engineering Department of the State of Virginia. Mr. Murphy's first assignment with Ethyl was in Baltimore in 1929, where he conducted meetings for the Stand ard Oil Company of New Jersey. When the Standard Oil Company of New York began marketing Ethyl he was shifted to the New England territory to hold meetings for their sales person nel. From New England he went to the Atlanta Division to assist in the Pan American Oil Company campaign. On completion of this work he came to the New York territory and was located in the western part of the state until he was called to the metropolitan area late in 1931. He was appointed assistant manager of the New York Division in 193 5 and in June, 1936, was made manager. Mr. Murphy was born February 18, 1907, in Olean, N. Y., and went to grammar and high school in that city. He attended Cornell University and for a year before joining the Com pany was with the National City Bank of New York. rethyl news ETC 31220 The Fuel Factor in Engine Design Increases in Antiknock Values of Fuels and Advances in Engine Design Will Go Hand in Hand, Says Ethyl Expert. THAT ANTIKNOCK values of fuels will continue to go up and that engine manufacturers will design en gines to take full advantage of these fuels and fuels of still higher antiknock quality, is the double-barreled predic tion William H. Hubner, head of Ethyl's Refinery Technology Division, made in a series of talks before S.A.E. groups in Seattle, Los Angeles, Port land and Corvallis, Oregon. "I believe that in 1945 the premium gasoline sold will have a road octane number of 95 and we will see 85 to 90 values of regular grade fuels," Mr. Hubner said. "These advances will be utilized to give greater fuel economy as well as improved performance." To engine designers antiknock value is the most important characteristic of a gasoline because a fuel's knock tend ency limits the engine's ability to con vert heat energy into useful mechanical power, Mr. Hubner told his audiences. During the past ten years octane values of premium grade gasolines have jumped from 70 to 80, regular grade from 58 to 74, and third grade from 52 to 65. In this same period average compression ratios have been raised from 5.15 to 6.43 in passenger car engines and from 4.37 to 5.56 in truck and bus engines, while horsepower per cubic inch piston displacement has increased from 0.34 to 0.43 in passenger cars and from 0.24 to 0.30 in trucks and buses. Future improvements in engine de sign to take advantage of rising anti knock values may come through super charging, through high compression or through a combination of both, or they may come through something else, Mr. Hubner said. Laboratory tests on an eight-cylinder valve-in-head engine showed that with a 12 octane number improvement in fuel, from 78 to 90, it was possible to almost double the maxi mum horsepower by supercharging. Citing figures to show gains in per formance and economy brought about by high compression engines, Mr. Hub ner said: "Picture yourself at the entrance to the new superhighway in Pennsylvania. Your car has a 5.25 compression ratio, a top speed of 70 to 75 miles an hour and a top cruising speed of 66 miles an hour, with fuel consumption ten miles per gallon at this cruising speed. On your right is an identical car, except The specially built Thunderbolt is a preview of future motor car design. Automobiles like this: will probably have for a power plant an engine with a compression ratio of almost 11 to 1. Photo courtesy of Ivy Lee and T. /. Kojj that its compression ratio has been in creased to 8 to 1 and its rear axle ratio changed to give low speed acceleration equal to yours. When duplicating your fuel consumption of ten miles per gal lon, the top cruising speed of this higher compression job is 78 miles per hour. "Next to these two cars is a similar one, except that its ratio is 10.3 to 1. At the same fuel consumption, its top cruising speed is 88 miles per hour. Now if 66 miles per hour is a high enough cruising speed for all three cars, the car with the 8.0 ratio will travel 12 miles per gallon and the one with the 10.3 ratio will go 15 miles to the gallon. For the 10.3 compression ratio a fuel above 100 octane number is required, while for the lower ratios 95 and 70 respec tively, are necessary." As a desirable way to produce 95 road octane premium grade which will keep pace with increasing antiknock re quirements, Mr. Hubner suggested a blend of catalytically cracked gasoline and alkylate plus 3 cc. of tetraethyl lead per gallon. He pointed out that more than three-fourths of the motor fuel sold in the United States and Canada contains tetraethyl lead in amounts varying up to a maximum of 3 cc. per gallon, due to the economy and efficiency of this method of raising the octane number. February 1041 [ 17] ri To speed up the morning flow into the business section of the city, the road way is divided by the fin into three lanes inbound and one outbound. Photo courtesy Chicago Park Department Chicago's Boulevard Fin Their use will permit almost twice the previous traffic volume on the same New Device Makes It Possible to Adjust "Widths of Directional width road; the eight Outer Drive lanes t- i Lanes. Thus Simplifying the Handling of Rush Hour Traffic will be equivalent to twelve lanes or a 120-foot roadway. Along the City's Waterfront. The fin itself is a movable steel curb, nineteen inches wide and equipped with lights, so that it can be seen at night. It is raised nine inches from the road by means of hvdaulic jacks identical to those used on battleships. It is flush THE LAST link in Chicago's shore the Chicago Park District Engineering with the road when lowered. The de F ! line playground is now being forged in staff, is making its first appearance on vice is operated by the push of a button Lincoln Park. The completion of the the approaches to the North Avenue from a switch box, which is controlled widening of the Outer Drive to 100 feet rigid frame bridge at the south end of by the Traffic Department of the Park will join Lincoln and Jackson parks in the park. A combination of tried District. the world's greatest waterfront boule vard. One of the notable features used in standard equipment, it is the first scien tific approach to road construction based on traffic volume with the ulti Traffic can thus be directed auto matically into double lanes for heavy southbound traffic in the morning, nor this concentration of traffic on the lake mate end of making traffic capacities mal lanes during the day, double lanes front is the divisional separator, a new more flexible. Three of these fins, each for heavy northbound traffic at night mechanical device better known as the 2,000 feet in length, have already been and normal lanes at night. -This elimi disappearing fin or adjustable center installed on the bridge approaches. nates the present makeshift of the Park line curb. Three more are being installed in the District traffic patrol detail setting out The fin, originated and developed by stretch that runs farther north. wooden horses four times a day. ETHYL NEWS r ETC 31222 A view of the mechanism which raises and lowers the separator fin. Photo courtesy Chicago Park Department v--- Treptrmrrr? t! `' FEBRUARY 1941 C19 ] A section of the fin is lifted into place by a crane. Photo courtesy Chicago Park Department Henry Ford, who has aways been interested in watches, has had the jewelry shop of Sir John Bennett reconstructed at Greenfield Village. Gog and Magog, giant figures almost 200 years old, strife the bells of the shop every quarter hour. America as it Used to Be Henry Ford's Greenfield Village at Dearborn, Mich., Offers an Accurate Picture of How Our Grandfathers Lived and Prospered. NOWHERE in the nation has the American spirit of progress and achieve ment been captured better than in the 200-acre collection of Americana as sembled by Henry Ford in Greenfield Village, at Dearborn, Mich. Visited the year around by millions since it was formally opened to the pub lic in 193 3, this picturesque reconstruc tion of a by-gone era has in a few short years become a mecca for tourists from all parts of the world. Once the visitor steps through the entrance, he or she sees first a picture of the typical Amer ican village of 1830. Buildings center around the village green as they did in early American communities. Authentic throughout, these structures present a page of living history from the nation's past and re create conditions under which our fore fathers actually lived and worked. The buildings were brought from all corners of the country co be oriented in accord with original direction and topography. At one end of the green the visitor sees a white chapel, beautiful in its simplicity. This is the chapel of Martha and Mary, named for the mothers of Mrs. Ford and Mr. Ford. The bricks in the building, and the doors, are from the girlhood home of Mrs. Ford. In the tower a sweet-toned bell cast by Paul Revere, Jr., announces the morning services to the children who attend the Village schools. The old Clinton Inn, a typical hostelry of 100 years ago which stood in Clinton, Michigan, on the great Sauk Indian Trail also arouses interest. Its public rooms are furnished in keeping with the original furnishings, from the "everyday" parlor with its rag carpet and Currier and Ives prints to the "Sun day" parlor with its haircloth covered furniture, lace window curtains and ornamental fireplace. In the kitchen the great fireplace is hung about with cranes and kettles. Just across the green, stands the Scotch Settlement School of two gen erations ago. Here the teacher uses the same hand-bell Miss Emily Collins used in 1874 to call Henry Ford and his classmates. Near the schoolhouse and on the same side of the green is the village court house. It was built in 1840 as the Logan County Courthouse of Illinois, where for eight years young Abraham Lincoln practiced law. In Lincoln's time the lower floor was used for court, with the judge's bench at one end of the room and a fireplace at the other. Several pieces of Lincoln furniture are in the room, including the original corner cup board fashioned by young Abe and his ETHYL NEWS [ 20 1 father, Lincoln's wardrobe, and the table from a nearby courthouse where he once practiced. In one corner stands the chair in which Lincoln was sitting on the night of his assassination in a Washington theater. To older folks among the thousands of visitors to Greenfield Village, the General Store brings memories. This white frame structure was the principal Ntore of Waterford, Michigan, after 1SS4. Its equipment includes original counters, spice and coffee grinders, cracker barrels, fancy jewelry, slates and comic valentines. Under the direction of Henry Ford, who founded the Village, the entire Menlo Park, New Jersey, laboratories of Thomas A. Edison have been recon structed. Travelers visiting the Menlo Park group can gaze upon the very work table and apparatus Edison used in creating the first electric light bulb, the first phonograph, and a dozen other inventions which have left their stamp on the world. There is also the labora tory pipe organ at which Edison and his associates relaxed with a song or two between experiments. The laboratory is surrounded by other buildings. There is an Office and Li brary of brick; the Little Glass House, where the glass parts of the incandescent lamp were blown; the Carbon Shed, where the buttons for Edison's telephone transmitters were made; the Carpenter's Shed, housing also the machine for man ufacturing gas for illuminating pur poses, and the large one-story brick Machine Shop where Edison developed his early generators and electric light equipment. The care taken to restore Menlo Park precisely to its original state extends even to the soil. Around these Edison buildings the earth has a reddish color, different from that in the rest of the Village. Mr. Ford had several carloads of this soil brought directly from the original site in New Jersey. A shrine to the accomplishments of Wilbur and Orville Wright is found in the Wright Cycle Shop where the brothers produced the engine and parts for the first successful airplane. This building stood at 1123 Third Street, When the visitor arrives at Greenfield 'Village, his car will have to remain in a special parking lot outside. The only vehicles allowed are horse-drawn hacks. FEBRUARY 1941 C*I ] Dayton, Ohio, when it was occupied by the Wright Brothers. As the result of a long search in which Orville Wright assisted, most of the machinery used to manufacture the first airplane has been found and replaced as it was in 1903. The wind tunnel the Wrights used in making many of their discoveries in aerodynamics has been reconstructed. The home at No. 7 Hawthorne Street, Dayton, Ohio, where Orville was born in 1871 and in which the Wright brothers grew up, stands beside the bicycle shop. Among other notable buildings are the birthplace of William Holmes McGuffey, author of the famous reader; the home of Noah Webster of dictionary fame; the home of Stephen Foster, be loved composer; the unusual working place of Charles P. Steinmetz, the elec trical wizard, and the office which was the nerve center of Luther Burbank's far-reaching work. Old shops and mills help evoke the spirit of America's past. There is ancient Cape Cod Mill, the 1827 Carding Mill, an old grist mill, the "Deluge," old-time fire-fighting apparatus; the Village Post Office, and the Apothecary Shop. Most popular among them is the Tintype Shop where many of the world's great have posed for their daguerrotypes. A number of people have called Greenfield Village "the most inspiring sight in the Midwest," and every thoughtful visitor senses the serious purpose behind it. There is an inspira tion which comes from buildings hal lowed by the presence of great men who worked within them, giving one the fueling that the race of men has come a far distance from the pioneer past and has projected itself a long way toward a glorious future. The realization fol lows that our modern advantages and standard of living are products of our American independence, self-reliance and industry--all generated and fos tered in the pioneer towns and villages of our ancestors. The Edison Institute Museum, adjoin ing the Village, contains priceless ex hibits illustrating the march of Ameri can science and industry during the past century or more. Covering approxi One of the unforgettable bits of Americana in the village is this covered bridge, a recent addition to the historic community. Priceless exhibits, illustrating the march of American science and industry during the past century or more, fascinate visitors. This illustration shows part of the transportation section, where the history of American railroading comes to life. mately eight acres, the museum build ing is one of the most modern in the world. The entrance hall is a replica of Independence Hall, where the Declara tion of Independence was written. The Museum houses one of the most complete collections of automobiles in the world. Included are both European and American makes--gasoline, electric, and steam--each selected because it ex emplifies some advance in automobile development. The same type of progression ani mates displays of agricultural imple ments, tracing every step in mankind's slow conquest of the soil from crude stick plow to modern combine har vester, and exhibits showing develop ment of the modern steam engine from its crude beginnings. There are also a number of structures built within the museum representative of colonial shops, including Caleb Taft's Blacksmith Shop, Pewter Shop, Tin smith's Shop, Candle taker's Shop and Barber Shop--each furnished with orig inals of the period it represents. In the transportation section are dis plays of every type of locomotion chariots, ox carts, primitive ox sledges, airplanes, railroad engines and coaches, bicycles and boats. ethyl news [**] etc 31226 Life's that Way If a fellow is asked how he likes his job It's hard telling just what he'll say, It'll likely depend on the mood he's in And sometimes on the time of day. Suppose you ask a test driver Who drives for Ethyl Gas, And he's just come in from the graveyard shift Through the fog that lay thick in the pass. His eyes are red and burning And he sure looks far from his best, Due to irregular meal times And the lack of proper rest. You can tell at a glance that he's feeling mean And the mood that he's in is bad, When you ask him how he likes his job You kinda wish you never had. "How would you like," he shouts at you. And you see your mistake right then; "To drive all night and try to sleep all day With the thermometer at a hundred and ten? "1 nearly wrecked a car last night," And his anger he plainly showed. "I met a drunk from Mojave And he ran me off the road. "I've been told it must be easy .To just sit in a car and drive, But a guy has to mind his P's and Q's If he wants to stay alive. "Last night I met more than a dozen cars That wouldn't dim their lights. They just don't give a hoot out there For some one else's rights. "When I'm driving on the day shift It's just about as bad. The heat in that doggoned desert Nearly drives a fellow mad. "In the summer I nearly melt out there. In the winter I've been numb with the cold; I intend to do something else some day, Before I get too old. "I've had a lame back from driving And took about all I could stand, Then get sent out back co a trailer To unload those sacks of sand." You could see he felt much better When he'd finished his tale of woe, And seemed to be wearing a satisfied smile As he turned, and you watched him go. When a fellow is sorta discouraged And his troubles seem to have no end, It always makes him feel better If he'll just talk it over with a friend. The next time you talked to him He was in a different frame of mind. A happier and more contented fellow Would be pretty hard to find. "You know," he said, "I've liked this job," And you could tell he meant it too, "Especially when I look around And see what others have to do. "I've learned to know the desert With its sunburned rocks and sand, And the prickly sage and Joshua trees That grow in that waterless land. "And chat veiling mist in the distance Never fails to give a thrill, As I roll around that treacherous curve At the top of Kramer Hill. "I know the beauty of a desert sunset At the close of a summery day, And feel the relief of the evening breeze As it sweeps the heat away. "I know the peace and solitude Of a silent desert night, Where a million stars from over head Cast off their mellow light. "Of the many things that I've seen and learned Since I've been living here in the West, The desert, with all its mysteries . Is the place that I like best. "I guess it's human nature To get dissatisfied and blue, When it seems like only trouble Ever comes along to you. "But soon the dark clouds drift away And you'll find it easier to smile And again you'll enjoy your daily tasks. And find them all worthwhile." B. LORD, Sun Bernardino Laboratory. ETC 31227 ' >r, &-&i C- '%*' r. '* FfA. i~% & VS&&1 *Xr& : (V fm 5-u-t3 BAv w*4S fir. V - J ;.*z&&-*? r* *9*5. JUS tjot enough power1 guess3 Today the youngsters play with models: to morrow they'll be running America's air lines. flying and building America's planes. And in those days to come they'll probably say, even as you say today, "How can we get more power?" It is to help in this constant search for greater power that the Ethyl engineers are working with aviation engineers in a planned program of research --a search for better fuels and better engines. They are adding to a fund of data and information that will some day be the heritage of the youngsters who are now busy experimenting with their rubber band "motors." ,ETHYL GASOLINE CORPORATION manujactnrer oj nuti-fnoef fluids used by oil companies to improve gasoline ETC 31228 Ethyl Gasoline Corporation Cli rysler Building, New York City W. CARY HARRIS Editor FRANCIS V. V. ADRIANCE RUSSELL B. WESTON Associate Editors Correspondents SALES DEPT. A. Costello Atlanta S. Cronin Baltimore R. Jones Boston B. Wyrick Chicago C. Tully Dayton S. Flynn Kansas City L. Goltz New York P. Murdock Los Angeles F. Naylor Seattle L. Huxtable Tulsa MFC. DEPT. L. Barni'm Baton Rouge C. Wasserman Deepwater E. J. Nieser Administration Dr. Beatt.y Chemical Research E. L. Barringer Detroit J. C. Pope Gasoline Testing The material in this publication may be reprinted provided due credit is given the "Ethyl News" or Ethyl Gasoline Corpo ration unless it is a copyrighted article. MARCH I94I VOLUME 8, NUMBER J To the Strong-- A WHITE hot sun beat down on the shirt-sleeved thousands in the big pine bowl and on the tiny white square of canvas in its center, but few in that great throng were conscious of the fierce heat. All eyes were on the two men who sat in diagonally opposite corners of that square of canvas. One was a giant of a man, standing six and a half feet in height and weighing 250 pounds. His face had a full, well fed, self satisfied appearance, and why not? Hadn't he for several years been Heavyweight Champion of the World, enjoying the wealth and all the other good things that went with the title? The other man was a pygmy compared to the Champion -- he was five inches shorter and seventy pounds lighter -- but his face and body were lean and tough as rawhide and muscles like those of a panther rippled under his bronzed skin. He had come up only recently from the hobo camps, where he had known what it was to be hungry and cold, to sleep outdoors in all kinds of weather, to endure every hardship. He wanted those good things the Champion had. That was why he had trained until he was as lean and tough as any man had ever been. The Champion's handlers had warned him often that he had better be in tip top shape for the little fellow, who was known to pack dynamite in either mitt. But the Champion had only smiled good-naturedly and continued to be lacka daisical in his workouts. 'Til moider da bum!" or words to that effect, had been his reply. The bell rang and the gigantic Champion came leisurely out of his corner, a half smile on his lips. From the opposite corner sprang the scowling challenger, his face dark with two days' growth of black beard. Like a cornered jungle creature, he lashed at the Champion. TNT suddenly exploded on the startled Champion's chin. When the darkness cleared away, the Champion found himself on the canvas, the salty taste of blood in his mouth. He dragged himself to his feet, only to be battered down. Again and again the relentless challenger's iron fists smashed him to the canvas. For three rounds the Champion absorbed one of the worst beatings ever meted out to a heavyweight titleholder, and when, at the start of the fourth, he was unable to drag himself off his stool, he knew that poor condition as much as anything was responsible for his massacre. The result of the battle on that sweltering July day in Toledo might have been different if Jess Willard had been as lean and hard as Jack Dempsey, for Willard had tremendous physical advantages. That battle, however, though it was fought nearly 22 years ago, should be an object lesson to all Americans. We are undoubtedly the champion country of the world, and as such we enjoy blessings and good things enjoyed by no other nation. But a superabundance (Continued on page 20) IN THIS ISSUE To the Strong -- Wyoming's Metropolitan City Freighting by Air Technical Unit on Wheels It's a Losing Game Chicago's Merchandise Mart National Transporation Forum Ethyl Elects New Vice-President And You Meet The Most Interesting People Service Awards Auto Industry Gets Defense Job Power Plus Economy This Month's Cover Wyoming's Metropolitan City Casper Today Is a Modern Community, But Visitors Can Still See Reminders of the Period When It Was a Rip-roaring Frontier Town of the Old West. OXE OF the gayest cities of the Rocky Mountain region is Casper, Wy oming, with luxurious hotels and night clubs as swanky as those of large metro politan areas, but traces of the early days of the Old West still are visible. Even today cowboys and -sheepmen, clad in all their old time regalia, swagger along the streets to give visitors from the East a thrill. Only a few minutes' ride from the center of town is old Fort Casper, stronghold against Indian attack, pre served in all its glory. Landmarks of the famous Oregon Trail and carvings on Independence Rock recall the days when Casper was adding pages to the history of the winning of the West. The first house in Casper was built of rough boards in June 1888. The popula tion of this typical frontier town was then less than one hundred persons, most of them living in tents. Cowboys used to ride in from the range, take on a cargo of "nose paint" and then whoop up and down the streets, six-shooters blazing in true wild west style, while their lady friends cheered them on. This exuberance irked the soberer residents of the community, and on July 20, 1889, a little over a year after its founding, Casper made a serious at tempt to become a "Sunday school town." On that date the town council, meeting in its seventh session, clamped down on the ladies by passing the fol lowing ordinance: "It shall be unlawful for any woman to frequent or remain in the barroom of any saloon in the town of Casper be tween the hours of 7 a.m. and 10 p.m., and any woman who shall enter, fre quent or remain in the barroom of any saloon in said town between the hours of 7 a.m. and 10 p.m. shall, upon con- Garden Creek Falls tumbles down the side of a mountain outside Casper. Snow covered mountains form the background for this Standard Oil Com pany refinery. viction thereof, be fined in any sum not less than five dollars nor more than 25 dollars. "It shall be unlawful for any woman to use any vile, profane or indecent language, or to act in a boisterous or lewd manner, or to smoke any cigar, cigarette or pipe on any street in Casper, and if any woman shall use any vile, in decent or profane language, or shall act in a boisterous or lewd manner, or shall smoke any cigar, cigarette or pipe on ETHYL NEWS [4] Old Fort Casper, preserved as it was during the days of Indian warfare, is one of the most interesting spots in idatrona County. any street in Casper, she shall, upon con viction thereof, be fined in any sum not less than five dollars nor more than 25 dollars." But the ladies of that era, even as today, had minds of their own, and it wasn't long before the town fathers dis covered that their reform law was un enforceable. Casper is fast becoming the tourist mecca of the Rocky Mountain region. Surveys conducted during the last two years at the Port of Welcome have dis closed that approximately 800 cars, car rying 2,640 tourists, visit the city daily during a normal vacation season. Casper Mountain, the summit of which may be reached in twenty min utes from the center of the city, rises to a height of 8,500 feet and is blanketed with snow the year round. Horseback and hiking trails, cottage resorts, picnic grounds, trout streams and the sough of wind through the pines all beckon to the outdoor enthusiast. Some of the most beautiful sights in Wyoming can be seen during a boat trip up Alcova Canyon, where sheer granite and lime stone walls rise to a height of from 600 to a thousand feet. Casper is located in the geographic center of a scenic area that includes the Black Hills, Yellowstone National Park, Glacier National Park, Estes Park, Denver, and Salt Lake City. U. S. High way 20, a paved road running all the way from Boston, Mass., to the Pacific Northwest, passes through the heart of this region. The original Hell's Half Acre is lo cated about fifty miles from Casper. It covers in reality about 300 acres and is The natural rock tunnel is one of the sights along the bridle path which as cends Casper Mountain. a freak geological formation composed of warped and twisted rocks. The land was set aside as a public park a few years ago by an act of Congress. The production and refining of oil is Casper's leading industry, with six major companies and several smaller concerns operating in the city or its immediate vicinity. Crude oil and many of its by-products are shipped ouc daily to all sections of the United States and to many foreign countries. Approxi mately 1,422 people are employed in the oil industry in and around the city, making a total annual payroll of $2,788,000. New wells are drilled at regular intervals throughout the year. Geologists claim there is a sufficient sup ply of oil in this territory to last at least fifty years. The livestock industry comes next in importance to oil, as Casper is situated in the center of one of the largest wool producing areas in the United States. About 1,300,000 head of sheep graze on the ranges surrounding the city. From these 13,000,000 pounds of wool are clipped and shipped annually. From the ranches of Natrona County approximately 400 carloads of cattle are shipped each year. The Casper Pack ing Company affords a market for some of the county's livestock, processing about 400 head of cattle and 800 hogs per month. MARCH 1941 r5i r^.':-S7>v-' The loading crew had a hard time get ting this 20-foot boat into the cabin of the Junkers. 1 Photo courtesy Canadian Aviation. Freighting by Air Shipping Livestock and Heavy Machinery to a Construction Camp Deep in the Canadian Wilderness Offers Many New Problems. SOMEWHERE in northeastern Que bec a huge war construction project got under way last summer. Located deep in a wilderness of dense evergreen forests and muskeg swamps, where even deer trails are scarce, the construction camp had to depend entirely on the air plane for its equipment and supplies. Men, horses, cattle, tractors, and steam shovels were all transported that way. Canadian Airways was given the con tract for this big job, and from the start of operations on August 11, 1940, until the fall freeze-up November 1 the line carried 626 tons of freight and 494 pas sengers over the 110 miles of wild coun cry between its base and the camp. The figures, however, give no hint of the headaches encountered by the loading crews before all these consignments reached their ultimate destination. The spot selected for the aircraft base was on a large lake, at a point 18 miles north of the end of the only road lead ing to the lake. Freight coming in from outside was trans-shipped from the rail road to trucks, which brought it to the end of the road. From there it was fer ried down the lake on large, flat-bot tomed scows towed by motorboats. At the base the freight was sorted and everything urgently needed was flown in at once, while the remainder was stored in a large warehouse, to go later There were usually from five to eight planes at the base, all of them light ships except a big Junkers which had been nicknamed the "Flying Boxcar." While they were being loaded, the planes were tied to floating docks from which ramps extended to the shore. Keeping docks and planes afloat presented the first dif ficulty, since the level of the lake had been raised 15 feet by a dam at the out let and this level was continually drop ping. One night the water went down a foot, grounding all docks and planes; which meant that the docks had to be moved out until they floated again and ramps leading to them had to be length ened accordingly. One day there arrived at the base a cargo, the contents of which have often proved a source of grief to many men. Horses! None of the loading crew had ever had any experience in getting a horse aboard a plane. The idea of putting him in a sling and hoisting him aboard by a derrick was thought of and discarded. It was decided at last to tie the horse's feet and slide him aboard on a skid. The most docile horse of the eight which had arrived was chosen for the experiment. The loading crew, after much sweating, managed to get him down on one side, where they tied him fast; but they had no sooner finished When diplomacy and artifice failed to get this prize bull aboard the plane, force prerailed. Photo courtesy Canadian Aviation. ETHYl iVEIVS [61 A horse's hind legs fold up as the dope begins to take effect. Photo courtesy Canadian Aviation. t his job and stepped back than the ani mal snapped his bonds with the greatest of ease and scrambled to his feet. This called for a repetition of the tying oper ation, only this time stronger straps were used. The horse was then placed on a skid well padded with grain sacks and hay. His head was covered to guard against injury and he was slid through the door and into the cabin of the plane. More hay was packed around him and a heavy board was placed at his feet, to keep him from kicking holes through the side of the plane. The loading job required seven hours and, so the report states, took seven years off the lives of the men who did it: yet despite their solicitude for the beast's comfort, he kicked during the entire trip. The pilot said that the im pact of his hoofs shook the controls, giving the effect of flying in rough air. The remaining seven horses would be doped, it was decided, so to perform the operation correctly a veterinary was called in. The "doc" got out his tools and gave one of the horses two injec tions in the neck, the dose necessary to float him into the arms of Morpheus. As soon as the dope began to take effect, the horse began to stagger like a sailor after a rough night ashore. Three or four men took places on each side of him, to hold him up so that he wouldn't fall hard and injure himself. His ears and eyelids began to droop, then his head. At last he folded up completely and went peacefully to sleep. Loading the animals this way took only from an hour and a half to two hours each, depending on the speed with which the shots in the neck took effect. Given a few days to rest up after their arrival at the construction camp, the horses appeared to be as good as ever. Four bulls were the next passengers, the first of which was a prize winner. Doping was planned for these members of the bovine species, too, but doping cattle was found to be a different propo sition from doping horses, so that notion was cast overboard. An effort was made to lead the prize bull aboard the plane, where he could be packed snugly in hay. He would fol low his leader until the latter would ap proach the plane, when he would balk. He was tempted with hay but to no avail. Next, strategy was tried. The bull was blindfolded and led in circles and then headed toward the ramp leading to the plane. Nothing doing! Mr. Bull couldn't be fooled that way. At last he had to be thrown, tied to a skid and dragged up the ramp. The other three bulls were much more cooperative. They went aboard with r**i ft - r? The engine of one of three tractors which were dismantled and shipped via the sky route. Photo courtesy Canadian Aviation. MARCH 1941 [7 ] ETC 31235 scarcely any urging, and during the flight they lay on their sides and munched hay peacefully. Other animals that went by the air route were a shipment of cats. Wood mice and other rodents had been having a field day in the camp commissary, so a hurry call was sent out for the kitties. They were an ill starred lot, however. Liberal doses of rat poison had been scat tered around before their arrival, in an offensive against all rodent life. The cats proceeded to stuff themselves with the poison and soon the camp site was lit tered with stiff, stark feline bodies. A 20-foot motorboat which weighed 1.600 pounds minus the engine turned out to be a loading problem. It had been built to such a size that it should have slid easily through the plane's door; but as is often the case with theoretical mea surements, they didn't work. After much sweating and swearing and figur ing clearances to a quarter of an inch, the surplus trimmings had to be re moved. And when the boat arrived at its destination more whittling had to be done to get it out of the plane. Three tractors, one large and two small, were brought in, the engines go ing in the Flying Boxcar. The remaining pieces were taken apart and shipped in the smaller planes. Despite the multi tude of parts into which the tractors were broken up, not a part was lost. A complete steam shovel, the base and bucket of which weighed 4,000 pounds each, went into the woods by air. The Junkers was moored and out to it was built a solid ramp, along which these heavy pieces were skidded on rollers. The shovel base had to stand upright, so a wooden framework was built inside the cabin of the plane and a chain block attached to it. Loading the base was a five-hour job, accomplished with the aid of rollers, pinch bars and the chain block. Other articles to be carried in this re markable shipment of freight by air were air compressors, electric generating plants, a wagon drill, narrow gauge dump cars and the rails for them to run on. water pumps, pneumatic hammers, etc., in addition to personnel, provisions, bedding, gasoline and oil. The first horse to make the trip wasn't the least bit airminded. Photo courtesy Canadian Aviation. 'When mice began to run wild in the camp food supply, a Intrry call was sent out for a troop of cats. Photo courtesy Canadian Aviation. ETHYL NEWS [8] An exterior view of General Petroleum's traveling laboratory. Technical Unit on Wheels West Coast Oil Company Sends Traveling Laboratory to Consum ers in Remote Communities. "IF THE consumer cannot come to us, we will gladly go to him." This, in effect, is the attitude of General Petro leum Corporation in sending its travel ing laboratories, known as technical units, into the most remote communi ties in the vast Pacific Coast area which that company serves. C. F. Naylor, Seattle Assistant Divi sion Manager and correspondent for the "Ethyl News," recently visited one of these units with Phil S. Adams, General Petroleum's automotive engineer oper ating the unit assigned to Washington, Oregon and Idaho. He found a fully equipped laboratory, housed in a spe cially designed trailer and transported by a short-coupled heavy duty truck equipped with dual rear wheels. Inside the trailer, there is room enough to show motion pictures and conduct small classes. All the latest de vices are provided for testing fuels and lubricants. A cleverly designed installa tion, employing butane and dry ice, per mits the unit to manufacture its own weather for the purpose of making tests under various degrees of temperature and climatic conditions. When electric current is not available, the unit can produce its own with a Delco motor generator capable of producing 1000 watts of electricity. Before the introduction of these trav eling laboratories, operators of plant and automotive equipment were often obliged to go to considerable trouble and inconvenience in order to secure tests of the various petroleum products in use in their machinery. Now the technical units can go into the field to plants, fleet depots, logging operations and farming communities. where tests can be made under actual operating conditions. The company be lieves this a great advantage to con sumers, who are anxious to secure top performance at the lowest possible cost. The motion picture films, which arc available to the engineers traveling with the laboratories, cover a wide range of subjects in a manner both instructive and entertaining, so that it is possible to supplement tests and class discussions with illustrations of practically every operating condition the camera can por tray. Although the units weigh around five and one-half tons, they are compara tively easy to handle. Because of the ex tremes in climatic and road conditions encountered, H. W. Taylor, Pacific Coast sales manager of the lubricants department of General Petroleum, has specified the use of their Mobilgas Spe cial Gasoline as the motor fuel which can provide maximum operating effi ciency wherever the increasing demands of consumers may require the services of the company's roving technicians. Mr. Adams commented that Northwest mountains are climbed with gear ratios from one to two steps higher, when their Ethyl treated premium gasoline is used. The General Petroleum Corporation has three such units in operation on the West coast under the supervision of John T. Miller, Edwin E. Charles and Phil S. Adams. Looking toward the rear of the trailer, one sees some of the facilities for condacting tests. MARCH 1941 [91 .I ft ! Swindlers will allow themselves to painfully injured, even to the extent of a broken arm or leg, in order to collect It's a Losing Game Faking Accidents to Collect Money Is Almost Always Disastrous for the Fakers, the Majority of "Whom Wind Up Behind Prison Bars. IT IS hard to believe that a man, and a young man at that, would deliberately sacrifice his foot in order to collect a small insurance claim. But that is ex actly what was done by an individual whom we will refer to as James Smith. Smith placed his foot in front of the wheel of a street car and allowed the car to run over it, necessitating an am putation. As a result he received $600 from one insurance company and $2JO from another company in another state. A routine check-up through the Claims Bureau of the Association of Casualty and Surety Executives revealed chat Smith had filed five separate claims for insurance during that same year. Further investigation showed that he was involved in filing 18 claims against insurance companies in the past 21 years, beginning when he was only 18 years of age. Some of the claims were for injuries allegedly sustained in the course of employment and others for in juries due to falls on buses and street cars. Evidence indicated that Smith, who collected a total of about $1,700 for his accidents, deliberately staged most of them. It was found that in Smith's appli cation to the insurance company he had falsified several answers to questions re garding prior medical attention. On this charge he was brought into court, convicted and sentenced to jail for two years. However, in view of the heavy price Smith paid by the loss of his foot, the judge suspended sentence and placed him on probation for five years. The Claims Bureau of the Association of Casualty and Surety Executives was established to protect the insurance dol lar against fradulent raids by criminal elements. The benefits extend not only to the member insurance companies but equally to the insuring public and even to the general public, for if an individual owns a business, a car, a home, or has an income, he is fair game for the claim fakers, regardless of whether he is insured or not. Among the Bureau's investigators are many former aces of the Federal Bureau of Investigation. Its solicitor general is Barent Ten Eyck, who did outstanding work as an assistant prose cutor on the staff of New York's Dis trict Attorney Thomas E. Dewey. The Claims Bureau operates the Index System, with branch offices in many large cities. An intelligence service, this system keeps a record of all claims filed against casualty and surety companies, and its files are so organized that claim repeaters are detected at once. Thus pay ment of fradulent claims is prevented while payment of just claims is expe dited. When fraud is indicated, Claims Bureau investigators go to work. If they find evidence of fraud, they submit it to the police and district attorney of that locality. Not long ago the Claims Bureau broke up a ring in the South which spe cialized in faking automobile accidents. Out of 3 8 persons indicted, 31 were convicted of using the mails to defraud. Prison terms totaling 30 years and eight months were handed out to 14 of the ring members and probationary sen tences totaling 10J years to 22 others. While the ring was riding high, its total take from claims filed against a large number of companies amounted to approximately $12,000. Members of the ETHYt NEWS [ to 1 ETC 31238 Parent Ten Eyck, general solicitor for the Claims Bureau, was a former assis tant on the staff of District Attorney Dewey. ring who expected to profit by a fake claim would each be required to con tribute a pro rata share to the premium of a liability policy on a car owned by one of them. Soon after the policy was issued an alleged accident would take place. To simulate real injuries the claimant would usually submit to terrific phys ical punishment. One had his body scraped raw with a nutmeg grater, others were beaten with clubs or other wise mutilated, while seven women vic tims permitted illegal operations to be performed on them. But these persons who suffered the most didn't receive money in proportion. Instead, the "big shots" at the top of the ring took the biggest cuts. The ring staged its accidents in the presence of persons of well known in tegrity. The prospective witness would hear a cleverly faked blow and a heart rending cry and would rush toward the sound to see a bruised and battered in dividual writhing on the ground. Usual ly the "victim" would be a neighbor or acquaintance of the witness, so the latter would be only too glad to assist him with his claim. And the insurance companies paid! The long arm of the law reached in and began to write "Finis" when two strikingly similar accidents took place in different states within a short time of one another. The persons involved in the second accident claimed they had never been in the state where the first occurred, but witnesses were produced who proved that they lied. Later, the leader of the ring broke down and con fessed everything. As a result, prison gates yawned wide. Sometimes a fake claim syndicate doesn't need to stage its accidents, for a train wreck or similar event involving many people offers a first class oppor tunity for shyster lawyers to turn up with droves of bruised and battered clients. A few years ago, after a Chicago elevated train was wrecked, there were more claimants than there had been passengers on the train. Among the most troublesome and costly claim fakers are the tumblers, who make an art of falling. They can do a most realistic flop in any place of their choosing. Most of them have mal formed joints or other chronic deform ities, which can deceive even doctors into believing they are serious injuries. Frank Jones was an expert tumbler. In addition, he could dislocate his jaw, neck, shoulders, hips, wrists, knuckles, knees, ankles and toes, and could simi- late concussion of the brain by selfhypnosis. A few years ago he put in a claim against a rapid transit company for injuries he said he had received in a fall while ascending the stairs of a double-decker bus. Next day he tele phoned from his bed in an expensive pri vate room in a hospital to inform the bus company that three of his cervical vertebrae were fractured and his neck dislocated. He demanded $10,000. Although the x-ray failed to reveal any fracture, it showed two positive dis locations. The hospital surgeon reduced them, harnessed the patient's head to the bedstead, and made plans to encase the neck in a plaster cast. He regarded the injury as serious and was convinced it was caused by the accident. But as soon as the defendant's adjuster had talked with Jones, settled with him for $200, and departed, Jones got up, discarded the harness and walked out of the hos pital. This ability to fake a broken neck gave the doctors such a jolt that in quiries were made of various insurance companies, which reported that this man had been operating under various aliases for some time and had collected sizeable amounts. Jones later admitted to police that he made over $30,000 a year, staging phoney accidents. He dis covered his ability to dislocate his joints while still a youngster, he confessed, but used it merely for entertainment for The claim faker in the spotlightl This picture was used by the Association in a drive against insurance frauds. MARC a 1941 r"i ETC 31239 Most claim fakers eventually wind up behind prison bars. he would begin to choke. His throat felt as if he had swallowed something sharp, he would complain to the manager. Next day he would be back, with a talc of woe about severe pains in his scomach. A trip to a doctor and an x-ray, at the restaurant's expense, would reveal the alarming sight of a large tack in his intestine. The doctor would advise an immedi ate visit to the hospital to have the tack removed, but the faker would refuse and would suggest instead a settlement apparently so reasonable that the restau rant proprietor or the company that insured him would snap it up at once. several years until he saw its money criminal charges, he would promise, as Then the faker would be on his way making possibilities. accidents were bound to happen. If the with a smile to new fields of conquest. Jones was sent to the penitentiary motorist would just ask his insurance This man really had a tack in his to reflect on the disadvantages of taking adjuster to drop around -- stomach, where it had been embedded money under false pretenses. His reflec This gentleman also received a vaca for years in the wall of the large intes tion didn't do him much good, however, tion behind the bars. tine. To have it removed would have for just 27 days after his release he Restaurants and taverns are consid been to destroy a gold mine. Under flopped on another bus. A check-up by ered excellent hunting grounds by many numerous aliases he preyed on restau the Claims Bureau resulted in a five-year claim swindlers. They were the specialty rant owners in many places, until a flood stretch in state's prison for Jones. of the fellow who was known to insur of complaints to the Claims Bureau re Another tumbler had an ingenious ance companies as "the man with the sulted in a penitentiary term. stunt. He would tuck a crumpled brief tack in his stomach." His method was Then there was the case of the mouse case in the bumper of a passing car, then to enter a restaurant and order pie. in the bottle. A man and his wife would he would flop on the pavement and pre "Fine pie," he would say to the wait enter a tavern and order beer. The man tend to be badly injured. ress after polishing off a slice. "Let's would audibly praise his beer, but his The car's driver would generally find have another cut." wife would complain that hers wasn't so the battered brief case on his return Part way through the second piece good. A waiter would be called to sip home, and immediately visions of ar raignment as a hit-and-run driver would begin to torture his mind. In Rr'3*rr "7 ^ u most cases he would hasten to call the nearest police station to find out if such an accident had been reported. If the 3m driver failed to call the police, the claim faker would make sure that his license number was turned in, so the police would come after him. CSC; When brought face to face with his "victim" in the hospital, however, the shaky motorist would find a charming fellow. The latter would quickly reas sure the driver. There wouldn't be any The expert sprauler, who can fall any where ami fake an injury, is one of the most troublesome insurance swindlers. ETHYL NEWS [ 12 ] ETC 31240 Some ambulance chasing rings bribe juries and witnesses in order to collect large amounts. her beer, and he, too, would admit that it had a queer taste. At that point the husband would make a wry face. "Waiter, there's a mouse in that bot tle!" he would bellow. After that there would be a scene, with the man's wife getting sick and having to be taken to the hospital, while the man insisted on preserving the bot tle as evidence. Investigators at last got suspicious and had the beer analyzed. They found it wasn't beer, but wine! The original bottle had been replaced by one containing wine and the mouse. With this little trick the swindler had fleeced a brewery of $1,500. It was discovered. He received an indetermi nate sentence of one to five years. His wife's sentence was suspended on her promise to leave the state. The lone wolf claim fakers generally believe in the low-profit quick-turnover method of doing business. They will grab eagerly at settlements of from $10 to $100. Not so the ambulance chasing rings, which are after the big money. They have on their payroll crooked lawyers, crooked doctors and crooked hospital attendants. They try to effect a settlement out of court, but if neces sary to collect they will take a case to trial, and there they are not above offer ing bribes to jurors. V:\ii "VERDICTS FOR SALE The accident victim who entrusts an ambulance chaser with the job of collecting his claim is always the loser. The shyster hears of an accident through one of his tipsters and hastens to call on one of the injured victims, to whom he explains glibly that he has made a com plete check-up on the crash and would be glad to act as the victim's attorney. The victim, who may still be in a dazed condition, will consent, whereupon the shyster gets him to sign a blank release. The chaser then goes to see another person who was involved in the acci dent, always picking the one with the most money. He offers a quick settle ment, which will be for a large amount yet an amount which he knows this sec- ond party can afford to pay. If the latter comes across, the chaser fills in the amount on the blank release and sur renders it to him. The chaser's client, however, may not see a cent of the money, for the chaser may return to him and tell him he was unable to collect. Even if the case goes to trial the poor client takes it on the chin. The shyster is probably working with him on a 5050 split basis, with all expenses of the case to come out of the client's 50 per cent. Since expenses are up to the shy ster, a large portion of the client's share of the settlement may be used to pay off crooked witnesses, crooked doctors, and other members of the ring. As a result the client winds up with only a small fraction of what he would have received if he had dealt with the insurance com pany direct or engaged the services of an honest lawyer. The Claims Bureau has done much toward crushing claim swindlers, both the syndicates and the lone wolves. The Bureau has helped also to educate the public against the high pressure methods of the smooth talking, ambulance chas ing shyster. The Association of Casualty and Surety Executives has united insur ance companies, legal authorities and an enlightened public in a drive to stamp out what has been a major racket. 1 MARCH JH41 [ >3 1 Claims Bureau investigators discuss with a doctor a claim that has the earmarks of fraud. ETC 31241 %II 1 i: jtri < SI .! The Northwestern Railway runs under the western end of the mart. Chicago's Merchandise Mart World's Largest Commercial Building, Erected on Site of Old Frontier Trading Post, Houses Vast Buying Center Which Recently Celebrated Its Tenth Anniversary. THE CHICAGO Merchandise Mart, which occupies the world's largest com mercial building, recently celebrated its tenth birthday. Its record breaking markec coverage, which recently estab lished all time highs in both registration of buyers and dollar volume of business, is a far cry from the little trading post that stood on the bank of a lonely west ern river at a place called Wolf's Point. When this outpost was set up 113 years ago, Indians and trappers came in to exchange pelts for food, clothing and tobacco. After it grew to a settlement of more than 100 persons, it came to be known as Chi-ca-gou, an Indian word meaning "wild onion" or, figuratively speaking, "strength." Later the "u" was dropped and the place became Chicago. Over a hundred years after the trad ing post was founded, ground was broken in 1928 for a trading center, dedicated to the concept of marketing on a vast scale. This project, which was called the Merchandise Mart, now re quires 27,618 persons for the adminis tration of its business. On the site of the frontier post's tiny log cabin a building two blocks long and a block wide, which towers 23 stories above the Chicago Loop, has been erected as a per manent home for 6,000 lines of mer chandise. The Merchandise Mart, in the center of Chicago, lies in the geographical heart of America, within a night's ride of 65 per cent of the country's popula tion. It is within 50 miles of the center of industry, within 170 miles of the center of population, and within 270 miles of the center of agriculture. The world's largest commercial build- ETHYI# NEWS .[ 4 ] ETC 31242 ing covers 93 acres of floor space. Twenty million bricks, 45,000 tons of steel, 40 miles of plumbing and 380 miles of wiring went into it. Total cost of construction was $30,000,000. More important than the physical aspect of the Merchandise Mart is its presentation of a new merchandising idea. The market offers to the retailer ,i wide variety of goods, yet it has not supplanted the traveling salesman. In stead, it has helped to make the latter's work more effective. The retailer has benefited from this central arrangement because it has made possible frequent inspections of new goods and the purchase of items needed to supply an unexpected trend, witheut the danger of overstocking. Retailers may now buy goods in smaller quanti ties but more often. Manufacturers have found the Mart advantageous as a closer contact with their outlets and as a means of simplifying production sched ules by a more even flow of goods. Modern methods of transportation, including the widespread use of the automobile, have simplified trips to the Mart. Buyers who used to make a buy ing trip once in six months are forming the habit of a quick trip every few weeks. Buyers are using automobiles in ever increasing numbers to come to the Mer chandise Mart. A total of 241,937 buyers' cars were parked there during the first eleven months of 1940, an in crease of ten per cent over the figure of 218,772 during the same period in 1939. MARCH 1941 [ '5 ] &.1IJftJ ftA : ' asst- Fleet owners and technical men attend ed a dinner meeting the first evening of their two-day forum. National Transportation Forum pressed the opinion that fleet owners, as laymen, are not qualified to write their Fleet Owners, Bus Manufacturers and Petroleum Refiners Hold own fuel specifications. First Joint Conference for Presentation of Viewpoints Charles O. Guernsey, vice-president of the J. G. Brill Company, Philadel phia, presenting the bus manufacturer's viewpoint, said: OYER 3S0 bus fleet operators and miles per gallon is the first interest of "We have found comparatively se technical men from the oil and automo the fleet operator. He presented data on rious variations between different re tive industries, including fleet engineers gasoline advancements in the past ten finers, notably between those in dif EH from Ethyl's ten divisions, assembled in years, showing a JO per cent gain in ferent sections of the country, in the Detroit in mid-February to attend the miles per gallon and 47 per cent im volatility of fuels supplied for commer first national forum on gasoline and lu provement in passenger ton mile costs in cial use. The variation is sufficiently brication. The meeting was sponsored computing gasoline prices exclusive of broad that a hot-spot system correct for by the Bus Division of the American taxes. the.more volatile fuels is inadequate for Transit Association to discuss mutual "It is my firm belief that, if advance heavier fuels, and vice versa. problems of fleet owner, bus manufac in the desired characteristics of gaso "Certain operators have had the turer and petroleum refiner. lines and gasoline engines continues as opinion that heavier fuels gave more Chairman of the forum was Floyd L. it has in the past few years, there is go power and better economy, but I ques Wheaton, superintendent of automotive ing to be a whale of a battle between tion whether this can be sustained, par equipment for the Detroit Street Rail spark ignition and compression ignition ticularly in view of the added troubles ways. Errol Gay of Ethyl Corporation types of internal combustion engines to of fuel distribution when using the was co-chairman. The conference was determine supremacy in the city trans heavier fuel and operating on part divided into two sessions, the first day's portation field," Mr. Pardoe said. throttle." discussions being devoted entirely to the subject of gasoline and the second day He listed other factors sought in gasoline by fleet operators, including Mr. Guernsey said that in recent years he had heard various engineers prophesy to lubrication. Speaking on gasoline from the city transit line operator's viewpoint, E. S. Pardoe, automotive engineer of the freedom from vapor lock and gum for mation, elimination of exhaust gas odors, acceleration comparable to auto mobile performance, power, uniformity that the ultimate power plant for auto motive transportation would be neither a gasoline nor a diesel engine, but that some way would be found to combine Capital Transit Company, said that of product, and octane rating. He ex the advantages of the two types. ETHYL FtEWS [ ifi ] ETC 31244 r "If, as seems probable, the octane rating of gasoline continues to improve inJ we can raise the compression ratio and improve the economy as a conse quence, perhaps the gasoline engine may match or closely approach the efficiency ,,f the diesel engine, while retaining the smoothness, flexibility, light weight, and clean exhaust of the spark ignition type," he concluded. ' A paper by C. J. Wilson, W. J. Sweeney and A. J. Blackwood of the Standard Oil Development Company on the oil industry's viewpoint, with a review of the production of gasoline from crude oil, was presented by Mr. Blackwood. He described the qualities of fuel, including volatility, vapor lock, warm-up and octane number, and told the forum that since 193 5 the oil industrv has been over the billion barrel mark. "At the present time consumers are being supplied with more than 150,000000 gallons of petroleum products a day," Mr. Blackwood said. "If this rate continues, an average of about 425 gal lons for every man, woman and child in the United Scares will have been con sumed this year." Mr. Blackwood pointed our that large volume production results in lower costs; therefore, in the interests of econ omy, transport equipment should be designed to operate on fuel supplied for the large volume market. He noted that, while the average truck consumes twice as much gasoline as the average passen ger car and the average bus six or seven times as much, the far smaller number of bus and truck units compared to the number of passenger cars more than compensates for the greater fuel con sumption. Of the total gasoline used in 1940 only 21 per cent went to trucks and only four per cent to buses. "Since the passenger car is the largest consumer of gasoline, fuel must be pro duced to meet the requirements of this vehicle," Mr. Blackwood continued. 'However, though the percentage of the total gasoline used in trucks and buses is small, it represents a volume of six billion gallons, and the requirements of these units must be considered in es tablishing the necessary quality of motor fuel. "For example, the volatility require ments of fuels used under heavy duty conditions affect to an important de gree refining operations in the prepara tion of fuels for passenger cars. Slight changes in the volatility requirements or other characteristics to suit con sumers' individual specifications often increase the manufacturing cost sub stantially, because of special handling, segregation and blending operations." Other speakers on gasoline were H. I. Sullivan of the Eastern Massachusetts Street Railway, R. H. Stier of the Phila delphia Transportation Company, Lee Daniels of the Twin Coach Company, Robert Cass of the White Motor Com pany, A. B. Culbertson of the Shell Oil Company, and O. M. Setrum of the Phillips Petroleum Company. Leading off for the fleet operators at the session on lubrication, C. M. Gray, superintendent of shops and equipment of the St. Louis Public Service Com pany, suggested mechanical means for attacking the "hot sludge" problem. "Crankcase sludge offers some evi dence of metallic compounds, usually lead from fuel residues and iron from cylinder and ring wear," Mr. Gray said. "Lead from the fuel, however, appears to have no detrimental effect on crank case or cylinder parts." Other speakers on lubrication were H. C. Mougey of General Motors Cor poration, C. J. Livingstone of Gulf Re search and Development Company, J. C. Baine, Jr., of New Orleans Public Service, Inc., C. O. Sparhawk of United Electric Railways Company, W. F. Aug of Mack Manufacturing Company, R. R. Abbott of the White Motor Company, George Rounds of SoconyVacuum Oil Company, G. K. Squier of Standard Oil Company of .Indiana, and Dr. John Geniesse of the Atlantic Re fining Company. Many officials of the American Tran sit Association attended the forum, in cluding Charles Gordon, the managing director. At a dinner meeting which was held the first evening, the speakers were William B. Stout, well known De troit airplane and automobile designer, and William J. Cameron of the Ford Motor Company. , 4 > I- *V PERCY L. GRIFFITHS Ethyl Elects New Vice-President THE BOARD OF DIRECTORS of Ethyl Gasoline Corporation has elected Percy L. Griffiths, former trea surer of General Motors Overseas Oper ations, vice-president. Mr. Griffiths joined the Company in February to take charge of Ethyl finances. Since 1925, when he was elected treasurer of General Motors Peninsular, Mr. Griffiths has been engaged in the financial operations of General Motors Export. After service with General Motors Peninsula, he was treasurer of General Motors Continental until 1936, when he returned to New York as treasurer of the entire Overseas field. During the first World War Mr. Griffiths served in the British Army in France and in Mesopotamia, reaching the rank of major by the time the war ended. In the army he was also con cerned with finances. In Mesopotamia he was deputy field comptroller for the Forward Area and later was assistant financial advisor to the commander-in chief in Bagdad. After the war Mr. Griffiths was Euro pean auditor for Armour & Company for four and a half years before joining General Motors in Madrid, Spain. MARCH 1941 [ >7 ] ETC 31245 wv And You Meet The Most Interesting People The Hermit of Arbor Villa, Who Digs Gold for a Living, Dis courses at Some Length on the Economic Situation, Women, and Other Matters. IT WAS 6:50 A.M. on a gloomy Sun day morning. We had spent two nights on the sleeper. We had sat up half the night reading a book called "How to Read a Book" -- if that makes any sense to you. We had been routed out of a warm bed an hour before to change trains. A/iy way you figure it that means 5:50 A.M.. which is no fit hour for man or beast to be astir on Sunday morning. We hadn't had our breakfast. You see what we mean -- it was one of those mornings! Groping our way into the parlor car of the Washington-New York train we saw something that brought us up short. There was only one other animate ob ject in the car and that was something that looked like an English sheep dog wearing dark glasses. We averted our eyes quickly and made a mental note. Experts in esoteric mammalia say that pink elephants and blood red tigers are often seen abroad during the early morning hours and during certain other low pressure periods, but this sheep dog business was entirely new to us. We know better than to fool around with the supernatural so we turned tail and headed for the diner. Breakfast, including lots of black coffee, and the Sunday papers occupied us for the next hour. In the meantime the sun had come out and ordinary ob jects had taken on sharper, truer out lines. So naturally we weren't prepared for what we found back in the parlor car. Instead of disappearing, our sheep dog was still there, large as life--larger! --only now it was smoking a pipe. They say that if you go up and try The Hermit, left, tells Senator Edwin C. Johnson of Colorado about "Gim lett's Folly," a pair of woman's garters each set with a five dollar gold piece Pictures, Inc. to touch these things they will disap pear. So we walked resolutely toward it. As we got closer, we saw that we had been wrong about the whole thing. It was a man, a living breathing man, but obviously a man in disguise. In the first place he had a long white beard that came down to here. He had long white hair that came down over his neck and rather bushy eyebrows covered part of his forehead. This, together with his dark glasses, left very little of his physi ognomy out in the open. The man wore a faded blue polka dot shirt in the breast pocket of which he carried a toothbrush and a sack of tobacco -- tag out. A pair of blue denim breeches tucked into high laced boots and a sheepskin coat completed the outfit. Now what would you think? Well, that's what we thought, too -- a dis guise! And not a very good one. We fol lowers of comic strips know a disguise when we see one. Why, we remember the time that a make-up expert worked on "Winslow of the Navy" for a week and we still knew him! We decided it might be a good idea to keep an eye on this man, and what a man he was. He must have been a giant when he was young and he was no pantv-waist now, although he looked to be well over three score and ten. In the meantime he was looking us over. In this sizing-up process our eyes met and the ice broke with a crash. "Business pretty good here in the East. I guess, eh?" said the bearded one in a booming voice. "Well," we said guardedly, not want ing to give anything away, "that's what the papers say." You know, polite but not revealing. "Let the boys have their fun," the beaver said. "They only think they're making money. This money we have nowadays is no good -- a lot of paper with nothing behind it. I've been in Washington for three weeks trying to find out something about this money situation. I want to know why I have eteIyl news [ 18 ] to cake chis filthy, germ-ridden paper money for the gold I dig out of the ground by the sweat of my brow. Do vou know that every dollar bill has 1,014 germs on it?" All this had a vaguely familiar ring ,md then, all of a sudden it clicked. This guy was the real McCoy -- an old time prospector who really had come to Washington to ask those questions. We remembered reading about it in the papers. Called himself the Hermit of Arbor Villa. We pricked up our ears. "Yes, sir," the Hermit was saying, "1,014 germs. That's not true of gold and silver money. Germs are allergic to gold and silver." We fell to wondering if a five dollar bill had 5,070 germs, etc., but we let it pass. "The government is trying to make a mystery out of money," the old pros pector boomed, "when there's no mys tery to it. They've got things in such a mess now that only a wizard can solve it and, believe me, the wizards are few and far between. I haven't been able to find any in Washington." The old man gazed out the window at the fleeting Pennsylvania countryside. "You know," he said, "I've talked to dozens of Congressmen and Senators in Washington about this money situation. I want to know why they pay me 71 cents for silver and book it at the trea sury at $1.29. What kind of monkey business is that? Not one of them can give me an answer -- not one! I went before the Senate Banking and Currency Committee and asked the same question. Nobody on that committee knew the answer, either. "Prospectors dig gold out of the ground," the Hermit continued, "sell it to the Treasury, and they turn around and bury it in another hole in the ground at Fort Knox, Kentucky. They hire an army to guard it. It doesn't make sense. I've been a prospector all my life and I thought I knew something about money, but I certainly don't under stand this kind of folderol. "They took me over to the Bureau of Printing and Engraving the other day. Somebody handed me a hundred thousand dollar bill -- put it right in my hand. Wanted to know if I'd ever held that much money before. 'Hell,' I said, 'that's not money. That's just a piece of paper that's worth about a dime. There's nothing behind it. Was a time when you could take this to the Trea sury and exchange it for gold. Not any more'." We clucked sympathetically and asked: "Didn't the newspapers carry a story about you?" "Yes, they wrote me up in the papers, Washington papers, New York papers --papers all over the country. Also Time Magazine. Guess the reporters thought I was some kind of a curiosity -- like a three legged duck. I told them about trying to get a room at the Willard Hotel because that's where Haw Tabor, you know, 'Silver Dollar' Tabor, put up when he was in Washington a good many years ago. But the clerk kinda looked down his nose and said they were full up." The old prospector chuckled. "Didn't like the look of my clothes, I guess." He glanced down at his faded blue shirt and overall pants. "There was nothing I could do about that -- they're all the clothes I have or need. Later on Senator Johnson of Colorado -- I've known him for years -- introduced me to the mana ger of the hotel, who apologized all over the place. 'That's all right,' I said. 'You fellows here in the East judge a man by the way he looks. Out where I come from they judge him by what he is. Besides, I had my blanket roll with me. I could have slept out in the open. I've done it many a time'." "Did you know 'Silver Dollar' Tabor?" we asked. "Yes, I knew him. He was a great man -- one of the greatest men Colo rado ever saw. Made a lot of money out of claims. Never did any prospecting. He made money, but he couldn't hold on to it. Haw Tabor filled out an unex pired term in the Senate, you know. He was in Washington just a month and it cost him $200,000. He bought whiskey and champagne for everybody -- the town was floating in it. But he was a great man just the same." We learned that the prospector's name was Frank Edward Gimlett, that he was 75 years old and still worked with pick and shovel high up on the Continental Divide about 20 miles west of Salida, Colorado. A year or so ago Gimlett's name ap peared in the news in connection with a A S3,640 claim was filed by the Hermit with an irrigation company for the 5 5 -year storage of snow upon this mountain, which is on Gimlett's land. Gimlett claims the snow, to which the irrigation company has title, prevents his mining the land. Acme Photo MARCH 1941 [ i9 ] rather unusual law suit. He filed a claim against an irrigation company for rental on his land. It seems that the defendant legally owns the snow that falls on Gimlett's land. Since the snow never melts on one of the peaks on the land in ques tion, Gimlett figured that he had been storing their snow for about 55 years and that it was time they either paid rent or took their old snow away. The rent, he said, amounted to $3,640.62. We don't know how it came out. The old prospector asserted that on an average day he could dig out about $2 worth of gold. "It's enough for me to live on," he said, "and I can do it without hurting anyone. Do you realize that prospecting is the only business in the world where that's true? The gold and silver is there, a natural resource. I dig it out and turn it over to the government for cash. No body gets hurt." Gimlett, despite his somewhat quaint appearance, talked well and held strong views on a number of subjects, includ ing women, morals and tipping. He showed us a picture of his place near Salida. The entrance was framed by two large posts topped by a cross piece on which was printed in large letters: "Hermit of Arbor Villa -- Paradise." "You know why I call it Paradise?" he asked. "No women! Never been a woman on the place." He wasn't bitter about it -- just em phatic. "You know," he said, "when I was a young man we had three credos in my country. The first was that women -- all women -- were angels; second, that gold and silver made the world go round; and third, that there was a God in his heaven. I'm beginning to think we were wrong about all three. "Until I was 30 years old I didn't even know a woman had an ankle. I knew they got around somehow, but I didn't know how. No question about ankles or anything else these days. No mystery anymore. I've been noticing these modern women -- smoking ciga rettes, drinking liquor and kissing every body." The old timer pulled at his pipe. "Listen," he said, "I've seen 15 men shot When Gimlett put in his claim for snow storage a little over a year ago, he didn't have the luxuriant crop of whiskers which now adorns his face. Acme Photo over a woman's kiss." This apparently reminded him of something for he reached into his pocket and pulled out a pair of ladies' garters. They looked a little bedraggled, but each one had a fancy gold buckle in which a $5 gold piece had been set. "I call these Gimlett's Folly. Had them made for a lady friend who mar ried the other fellow," he explained. Obviously this happened sometime after he found out that women were bifurcated. "Here's a couple of gold coins that F. D. R. won't get," the old prospector said with satisfaction. The Hermit had something else to get off his chest. "Another thing that The Following Service Awards have been made as of March 1st, 1941 JO YEARS Carl Abell Sales, Los Angeles Edna Hunt Gasoline Testing Yonkers riles me is this tipping business. Everytime you turn around you are supposed to tip somebody. Well, I just don't do it. When I go into a restaurant I tell the waiter that he's not going to get a tip. Then we both know where we stand And I get better service than you mighc think." By this time the skyline of New York was visible. The Hermit looked at it with interest. "Been 30 years since I was in New York. Never forget that trip. I had decided to stay at the Penn sylvania Hotel. I got into a cab and we drove for an hour. Finally we pulled up at the hotel and the driver said the fare was $2. The next morning I found out that the hotel was just across the street from the station. I'd been taken for a buggy ride. Well, live and learn." Walking up the platform toward the station the old prospector was the cyno sure of all eyes. He knew he was being stared at and he loved it. "They don't see my kind every day," he said with a chuckle. As we shook hands inside the station he said, "Bet I'm the first gold digger that ever came to New York wearing blue denim pants." You can interpret that one any way vou like. To the Strong-- (iContinued from page )) of the good things of life often makes the possessor soft and easy going. We must guard against this as our chief danger. We must prepare and train our selves until we are lean and hard; as lean and hard as the Jack Dempsey who whipped the giant Willard; as lean and hard as were our forefathers, who braved thousands of miles of little known ocean, a vast and trackless wil derness, and hordes of marauding In dians to build the heritage they have handed down to us. Someday -- and the day may be at hand -- some lean and tough nation is going to want that heritage, perhaps going to try and grab it from us and our children. We must be so hard and tough that no nation ever can! ETHYL IVEffS [] of delay on application to whichever automotive manufacturing trade asso Auto IndustryGets Defense Job ciation the manufacturer belongs, or by applying directly to the committee. After writing, or visiting the exhibit, Plan Devised to Build Bombing Planes by Assembly Line Methods. Car Manufacturers Can Take Part by Making Airplane Parts. the manufacturer may embark on ex perimental studies of parts he would like to undertake, and await call from the committee for a more complete ap praisal of his plant's facilities; or he THE NATIONAL Defense Ad visory Commission has dropped in the l.ip of the automotive industries a huge defense assignment, namely supplying aircraft parts in quantity for a new program of building bombing planes by the assembly plant method. Industry wide aid will be required to "deliver" on this novel and ramified job. What is the most efficient procedure for a manufacturer who. knowing he has plant capacity available and believ ing he can use it efficiently for this air craft program, wants to figure on tak ing on part of the work? Two first steps are open to him, both of which have been taken already by is lending experts, led by Major James H. Doolittle of the Air Corps procure ment branch. These men, collectively, are able to describe how these pieces are now being made and assembled; what equipment is used; what performance factors or specifications must be met; what "bugs" will be encountered in getting various results with the special lightweight air craft alloys that have to be used. If a manufacturer wishes to visit the exhibit at this time, or send a repre sentative, he should obtain a special pass entitling the bearer to admission. While few military secrets may be exposed to view at the exhibit, the U. S. Army may go out and seek immediate orders to supply aircraft manufacturers who may need assistance to expedite contracts which they already have under way. The latter method serves a double purpose: It helps relieve the existing pressure on the heavily expanded air craft companies, and it gives a potential supplier for the larger job ahead the benefit and experience of an "educa tional order." Several automotive firms have con tracts now--some small and some large --to supply pieces and sub-assemblies for current plane programs. These firms, in a highly cooperative manner, have offered to make available to other veveral hundred automotive concerns maintains precautions to safeguard establishments the lessons taught by and metal-working firms: blueprints and designs. Identification their pioneer experience in an unfamiliar First, write to the Automotive Com cards may be obtained with a minimum field. mittee for Air Defense, 8505 West Warren Avenue, Detroic, describing che type and volume of work done by che establishment, the character of equip ment installed, personnel employed, etc., and thereby list the plant as available for the aircraft parts work. Second, send a representative to visit the exhibit of aircraft parts which the S' v . THE BETTER THE GRS ;Ui<Ol_yil L-lLb' THE BETTER TOUR ERR committee is establishing at its head quarters. Here with che aid of the U. S. Army Air Corps the committee is gradually accumulating not only blue iife 8 prints of the plane models which have been selected for this program but actual, disassembled parts and sub-as- 'emblics in various stages of fabrication. The committee has obtained more than 50,000 square feet of floor space for displaying the parts. This plant is much more than a "The Better The Gas, The Better Your Car," says the Resolute Oil Corporation museum of airplane pieces. The com on their large new neon sign at their Great Falls, Montana station. Marketers mittee is putting together a staff of pro of Resolute Ethyl and Resolute 74-plus in Montana and Wyoming, they employ duction men, both from the aviation this modern method to tell the public that they are keeping up with the trend and automotive industries, and the army in motor car and fuel advancements. M .1 It CH 1941 [ ai ] ETC 31249 life; - - _.- Power plus Economy Loaded to the amount of full seating ca pacity, this 3 6-passenger A.C.F. bus was used in tests by the J. G. Frill Company. the present trend, with the resulting im Large Commercial Engine Develops More Horsepower and Uses Less Gasoline After Compression Ratio Has Been Raised 30 Per Cent. provements as outlined," he said. "In addition, there will be coincidental im provements in other directions. The weight of the engine per horsepower will be less. Because of improved thermal ef A 30 PER CENT increase in com or rear axle ratio changed to maintain ficiency, the amount of heat rejected to pression ratio plus the use of 85 octane the same level of road performance for the exhaust and water jacket will be gasoline boosted the horsepower of a all grades of fuel the higher octane gas reduced, thus decreasing the demand on large commercial engine 23 per cent and oline would have shown an increase in the cooling system. reduced fuel consumption 14 to 15 per economy of about 18 to 20 per cent. "The bus and engine builders are cent in tests reported by Charles O. Most bus operators now are octane fully aware of the implications and pos Guernsey, vice president of the J. G. Brill Company, Philadelphia. The ve hicle used to determine the differences minded and recognize the advantages of high anti-knock value gasolines, Mr. Guernsey pointed out. "It seems certain sibilities thus opened up to them, and may be depended upon to keep engine design as nearly as possible in step with in operating economy with various that we may expect a continuation of such improvements in fuels." grades of gasoline was a 36-passenger A.C.F. underfloor powered bus. Loaded to simulate full seating ca pacity, it was first tested for fuel econ omy and acceleration characteristics under service conditions. Then the en gine was placed on a dynamometer to check horsepower and fuel economy. All conditions were uniform except for the change in fuel, and corresponding changes in compression ratio and spark setting. Acceleration of the bus from 10 THIS MONTH'S COVER THIS famous scene took place Decem ber 4, 1783, in Fraunces Tavern, lo cated at Broad and Pearl Streets, New York, and still preserved as it was in Revolutionary times by the Sons of the Revolution. The British had sailed away and Washington wished to return to Mount Vernon, so he summoned his officers to cealed, seemed to be reciprocated by every officer present. After partaking of a slight refreshment in almost breathless silence, the General said: " 'With a heart full of love and grati tude I now take leave of you. I most devoutly syish that your latter days may be as prosperous and happy as your for mer ones have been glorious and honor to 3 5 miles per hour required 32.3 sec onds on 70 octane fuel and only 26.3 meet him. Colonel Tallmadge wrote of the event: able.' " The picture of the event is based on a seconds on 8 5 octane fuel. Mr. Guernsey estimates that if the "We had assembled but a few mo ments when His Excellency entered the drawing by F. C. Yohn, made for Charles Scribners Sons, by whose permission it is engine displacement had been reduced room. His emotion, too strong to be con reproduced. ETHYL NEWS I * '"sA^ &H^^va. tiSfeM:? fpAfen-: 1 ft' -ll & * -\ *ZS '-'-.-.r: e&v '^5Twk4^ A story of day-to-day progress in automotive research StARS still hang in the frostv skv. but uicn are alreadv at work. Thev are busy putting bottles of milk ancl newspapers ancl bags of fresh rolls on millions of doorsteps. They are members of the "dawn patrol"-- the men who early each morning step on tlie starting pedals of millions of engines to bring life to the towns and citic-- of America. Today no city could exist if it were ' not nourished by the life stream that flows in its streets. And each im provement in automobiles, trucks and buses benefits the entire city. For ex ample. when the cost of operating trucks can be shaved a fraction of a cent a mile, the savings may be re flected in the prices of canned goods or soap or oranges. Or if a bus corapanv can improve the power output of its engines. Mr. Citizen mav get home five minutes earlier. The im provement of motor transportation is. in effect, a public service -- a service that eventually helps evervbodv. whether he has a car of his own or not. But such improvement is not a task for the makers of engines, engine parts and materials alone. It is a task that must be shared with those res|ionsible for the development of fuels and lu bricants. For the engine and its fuel are inseparably related. Thus, while Ethyl's product. Mrmfltvl hail, is used by oil refiners to raise the anti-knock quality of gasoline, improved gasoline in turn permits the automo tive manufacturer to build higher compression, there fore more efficient engines. Ethyl research workers in Detroit and San Bernar dino havejoined forces with progressive automotive and petroleum engineers in their efforts to make even better automobiles, trucks, buses, tractors, and airplanes. To technologists in every field of automotive development we extend an invitation to avail themselves of our research and service facilities. And in order that laboratory findings maybe more quickly reflected in practical operation, our service engineers will continue to cooperate with commer cial users of fuels and engines. Ethyl Gasoline Corporation, Chrysler Build ing. New York Citv. ' . ^ --5 Vtf Better and more eahumicdt^M transportation tlirough ETHYL RESEARCH and 5ERVJC||jj ETC 31252 Sheltered by lofty headlands, a fleet of small boats rides at anchor in peaceful Avalon Bay, Santa Catalina Island, The round building on the point in the background is the Casino. Santa Catalina Island photo. Ethyl Gasoline Corporation Chrysler Building, New York City W. CARY HARRIS Editor FRANCIS V. V. ADRIANCE RUSSELL B. WESTON Associate Editors Correspondents SALES DEPT. G. Rosser Atlanta F. S. Cronin Baltimore B. R. Jones Boston A. B. Wyrick Chicago S. T. Pruitt \ D. S. Flynn Dayton Kansas City R. L. Goltz New York M. P. Murdock Los Angeles C. F. Naylor Seattle L. L. Huxtable Tulsa MFG. DEPT. L. Barnum Baton Rouge C. Wasserman Deepwater E. J. Nieser Administration Dr. Beatty Chemical Research E. L. Barringer Detroit J. C. Pope Gasoline Testing The material in this publication may be reprinted provided due credit is given the "Ethyl News" or Ethyl Gasoline Corpo ration unless it is a copyrighted article. APRIL 1941 VOLUME 8, NUMBER 4 Trivialities ? IT WAS a beautiful spring day, with the sun shining its brightest and the birds singing gleefully in the trees. The Old Scout and I were bubbling over with enthu siasm about the imminent opening of the baseball season and about how the golf courses would soon be in shape for us to smack that little white ball three hundred yards--or less--down the fairway. We touched also on the trout fishing season and the Indianapolis speedway race and ocher sporting events which would soon come to pass, for both the Old Scout and I take our sports seriously. Whereupon the European gentleman at our table inserted the note of gloom. "How can you Americans be so interested in trivialities when there is so much of importance going on in the world?" he asked in his broken English. The query floored me for a moment. I began to wonder if perhaps we weren't doing wrong to give so much thought to sports at a time like this. I looked at the Old Scout, who seemed to be taking things calmly as usual. He gazed for a while into the clouds of pipe smoke which hovered over his head, as if he could find the answer in them. "Trivialities?" he repeated. I'm not so sure, but let's see. In a few days some young pitcher will step into the box and blaze his fast ball past a batter for the third strike. The loud report you'll hear will be the ball smacking into the catcher's glove. The batter will be disgusted, of course, that he didn't pole a long one into the stands. He may even make a few caustic remarks about the umpire's eyesight. But when he gets under the shower, he will cool off and think of hitting that home run some other day. And everyone will be happy. "In Europe, however, the same young man would be carrying a rifle instead of a bat, and the pitcher would be throwing a hand grenade instead of a baseball. And the noise you'd hear would be the explosion of the grenade or the rifle, or both, writing 'finis' to one or more young lives. "In Europe the army of duffers who dig up the golf courses so merrily over here would probably be a tired-eyed army digging trenches. And while they were work ing, a shell might suddenly explode in their midst. Shells don't yell 'Fore!' either. "The fellow who wins the Indianapolis auto race a few weeks from now will receive a sizeable cash prize and the cheers of the sports world. In Europe this same fellow would be driving a tank, with the chances good that his only reward would be a six-foot plot of earth with a wooden cross at one end in a strange land far from his home. "As for fishing, the anglers in Europe don't fish so often in a gurgling brook, flowing peacefully through a shady wood. Most of them are too busy fishing mines out of the ocean, where one little mistake by the fisherman brings a roar and a blinding flash which sends him to Kingdom Come." (Continued on page 9) IN THIS ISSUE Trivialities? Expanding the Air Mail Pacific Beauty Spot An Aid to the Navy Life With Father's Car Canteens on Wheels Oil and War Commercial Wings for Defense Tune-up Equipment Goes for Ride Story of Better Gasoline Anti-Knock Gasoline-- An Idea Nobody Wanted Highway Post Office ETC 31255 Palm shaded Avenida La Crescents fronts on the blue waters of Avalon Bay. At the fountain in the foreground tru~ badours strum their instruments. Santa Catalina Island photo. Santa Catalina has a cattle range of 38,000 acres and ships annually 3,000 head to the mainland. Fifty thousand wild mountain goats which are descen dants of animals brought in by early Portuguese and Spanish navigators, two herds of buffalo, red fox, deer, and large covies of quail roam the interior and wild boars were recently imported from Santa Cruz island for hunting. In addi tion to the boars, sportsmen are per mitted to shoot goats and quail. Two passenger steamers, the Catalina -1 ' ".2Jft,_ " and the Avalon, of 2,200 and 1,800 ca -..- `"Iti'-v ^rmSjZtir^ pacity respectively, carry visitors to and from the island, making the trip between Wilmington, in Los Angeles harbor, and Avalon in two hours. Am phibian planes cover this distance in 15 Pacific Beauty Spot minutes. A fleet of glass bottom boats cruise over the submarine gardens, which are Santa Catalina Island, 22 Miles Off the California Coast, Offers a located close to the island's shore. It is estimated that more than five million i . Variety of Sights and Recreational Opportunities to Over a Million persons have looked through these sea windows to see fish of many colors dart Visitors Annually. through forests of kelp and fern and through moss covered canyons. This sub-ocean scenery varies with the sea sons, since undersea flora changes as does TWEXTY-TWO miles out in the Pacific but -within the jurisdiction of Los Angeles County, California, lies Santa Catalina, noted as a pleasure re sort and the place where the Chicago rent which flows close by, Santa Cata lina is from 10 to 15 degrees warmer than the mainland in winter, and dur ing the summer the sea breezes keep it that much cooler. that on land. Santa Catalina's flying fish, many of which have a wing spread of almost three feet, are one of the island's most fascinating sights. At night excursion boats equipped with powerful search Cubs go into spring training for the National League pennant race, and famed for its submarine gardens, flying The island's only municipality is Avalon, an incorporated city of the sixth class, with a mayor, city manager, lights take visitors to see these fish play. The lights bring thousands of them to the surface, where their wings take on fish, wild boar and mountain goat hunt harbor master, fire and police depart the appearance of spun silver. ing, fine game fishing, and abundance ments. The resident population of Ava More than ten acres is given over to of bird and animal life. lon is 2,500 persons, but more than a the Santa Catalina Bird Park, the home The island is 21 miles long and varies million persons from all parts of the of 5,000 birds representing over 500 in width from a quarter mile at its nar globe visit Santa Catalina each year. species gathered from all over the world, rowest point to eight miles at the widest. Among these are many anglers, who including many rare specimens. On the The topography of its 49,95 8 acres is come there to catch the tuna, marlin island's sporty 18-hole golf course sev rugged, as the island is the top of a and broadbill swordfish which abound eral major tournaments have been held. mountain range jutting out of the ocean. Due to the warm Japanese cur in the surrounding waters. Although known chiefly as a resort, The Chicago Cubs' training field ad joins the course. The Island Villa and ETHYL MEWS [4 ] ETC 31256 Sage covered hills rise in back of the Hotel St. Catherine. Santa Catalina Island photo. its annexes, comprising 1,2 JO individual villas, are famed as the world's largest one-floor hotel. The Catalina Isthmus, 22 miles north of Avalon, is where a large percentage of all South Sea or sea going motion pic tures are made. Among the box office hits which have been filmed there are "Old Ironsides", "Treasure Island", "Mutiny on the Bounty", "Sadie Thompson", "Captains Courageous", "Ebb Tide", "The Buccaneer", "Hurri cane", and "Typhoon". The island is reminiscent of early California when troubadours clad in Spanish costume, roam the beaches at night and strum guitars for the enter tainment of visitors. Taxi and bus drivers wear similar costumes. Santa Catalina was discovered in 1J42, just fifty years after Columbus arrived in the West Indies, by Juan Cabrillo, a Portuguese navigator in the service of Spain, who named the island La Vittoria after his flagship. When he sailed away, the island was forgotten for sixty years, until on the eve of the feast of St. Catherine of Alexandria, November 24, 1602, Sebastian Viscaino anchored at the island and named it Santa Catalina in her honor. The original inhabitants of Catalina were peaceful, sun worshipping Indians, but they were all chased to the mainland in 1811 by fierce Aleuts and Kodiaks from Alaska, who came to the island aboard Russian whaling vessels engaged in hunting sea otters. Today the native tribe has disappeared entirely. For some years after this the island was a favorite hiding place of smug glers and buccaneers. In 1848, at the close of the Mexican War, Pio Pico, the last Mexican governor of California, deeded it to Thomas Robbins of Santa Barbara in exchange for a silver mount ed saddle. There was a mining boom in the hills in 1863, which was halted when Union troops took possession for the duration of the Civil War and ordered all inhabitants to leave. The barracks of these soldiers still stand at the Isthmus. After Robbins the ownership of the island changed hands several times until it was purchased in 1892 by the three sons of General Phineas Banning, who formed the Santa Catalina Island Com pany for the purpose of developing it as a pleasure resort. William Wrigley, Jr., purchased the island in 1919 for approx imately $3,000,000 and made it into a world playground. Since his death, his only son, Philip K. Wrigley, has been carrying on his father's work of de velopment. A Standard Oil service truck parks be side a sight seeing bus. Drivers of these busses dress in the fashion of early California. Stinfa Catalina Island photo. APRIL 1941 [J] .4 Alexander Winton, designer of th Winton car, drives his JS96 model as be takes a few friends for a spin. Life with Father's Car The Automobile Has Come a Long, Long Distance Since the Days when Dad Used to "Get Out and Get Under." "A SPEED of almost thirty miles an hour! Think of it!" Dad exclaimed en thusiastically after watching Charles E. Duryea, famed auto pioneer, win the automotive event of the year, a race from the Xew York city line to Ardsley in Westchester County, covering a dis tance of about fifteen miles. After seeing the race Dad decided to buy a car. It was a stunning piece of machinery with shining carbide lamps and two big wicker baskets for lunch or anything else you cared to put in chem, one on each side. .And what a soul satis fying fragrance it had--a blend of the odors of gasoline and leather cushions. You entered the tonneau from a door in the rear. One time when Mother and two of her friends were out riding, the tonneau came loose and began to slip. It almost knocked the ladies out of the car before Dad could stop. When you went riding in those days there were no windshields or fenders on the car, so you had to dress in cap and goggles and linen duster for protection. There was no top on the car, either, and if you got caught in a sudden shower the aforementioned articles didn't offer much protection. Darkness was another hazard to be reckoned with, as the lamps had to be lit with matches and there was no telling how long they would stay lit. How the horses used to shy at those early cars! They would rear up and show the whites of their eyes while the driver fought and tugged at the reins to keep them from bolting. After a while Dad got so he knew everybody in the neighborhood who had skittish horses, and when he met such a person on the road he would pull over to the side, stop and wait for him to get safely by. There was a hill near where we lived called Jones Hill, which wouldn't be considered more than a slight rise today, but in those early days Dad would go miles out of his way to avoid it. If by some chance he did have to go up it, he would hold his breath until he had chugged over the top at the breath taking speed of three miles per hour. One time Dad had an urgent business appointment with a friend in a town about twenty miles away. Instead of taking the train, he decided to go in the car. He had a flat tire en route, and a flat tire in those days, when you had to take it off the rim, remount the spare and pump it up by hand, was really some thing. Although he had made an early start, Dad was over an hour late for his appointment, which irritated his friend exceedingly. "Hang it, George, a man of your age should know better!" snorted the friend. "The idea of trusting to a contraption like that when we have important busi ness to settle!" It was a big step forward when Dad bought a car with a windshield and side doors opening on the back seat. A presto-lite tank occupied a large part of the running board and was a consider able improvement over the carbide lighting system, though once in a while you might find yourself in the dark when your tank unexpectedly ran dry. In this ultra-modern conveyance hun dred-mile trips became possible, al though the long hours between a sum mer sunrise and sunset were necessary to cover such an incredible distance. I took great pleasure in gloating over my envious cousins, whose father owned only a one-cylinder Cadillac which snorted around town as if each snort would be its last. When winter was in the offing, Dad bought a limousine body for the new ETHYL HEWS [1 car. It was a huge thing, resembling the cab of a locomotive, and it had seat cushions of bright red leather. Mother took one look at it and exclaimed: "Oh, George, how could you!" Dad used to pay from $3,500 to $4,000 for his cars, which was about the average price at that time. License plates, however, were cheap. You could huv a set of New York plates for two dollars, and if you lived over in New Jersey you could get a set for only a dollar. The laws didn't give the speed demon much leeway in those days but, since there were no motorcycle cops around to enforce them, they didn't cramp his style to any great extent. Motorists were permitted a top speed of twenty miles an hour when going round a curve. When Barney Oldfield turned in a milea-minute speed during a race, Dad shook his head and remarked sagely: "That fellow won't live very long, driving at that rate!" Somebody got the idea that the bigger the wheels on a car, the faster it would go, so one model came out with wheels almost three feet in diameter. Makers of the Rambler created a mild sensation by offering an extra wheel as stock equip ment, claiming in the advertisements that it cut the time needed for changing a tire to only a few minutes. Their "ad" showed a picture of a man changing a wheel and timing himself by a kitchen clock hung on the side of the car. The first self-starters came out in 1912. Dad had one put on the car. It stuck out from the bottom of the radi ator, like the long nose of a face in which the headlights were the eyes. "What won't.they think of next?" was Dad's stock comment on every new development. lulling the car with gasoline in those days was no simple task. There weren't any service stations and the gasoline had to be bought at garages, which weren't too numerous. Besides, the gas tank in most cars was under the seat, so that everybody had to pile out. It was a memorable sight to see a car packed with portly, middle-aged ladies, all bundled up in lap robes, veils and dusters, drive up to a garage and unload its human Dr. Harry P. Engle of Newton, Iowa, who bought his first auto in 1901, was one of the first M.D.'s to use a car in his practice. cargo in order to take on fuel. By the time the ladies were comfortably set tled once again, probably a good half hour had elapsed. Nothing used to give Dad more pleasure than tinkering with the car. "Don't plan to use the machine today, Mary," he would say to Mother. "The engine isn't running as it should, so Fred and I are going to fix her up." "That means it will be laid up for a week," Mother would reply resignedly. Showing what a stylish lady looked like when she went touring in her runabout soon after the turn of the century. Note the crank on the right side of the car. M'RIL 1041 l7] My uncles were just like Dad in this respect, which caused John Van Schaick, the local Stevens-Duryea deal er, to remark a trifle caustically that "the Bradford brothers didn't buy auto mobiles to drive. They bought 'em to take 'em apart." When my two older brothers went to college, Dad thought it would be nice to give them a present, so he got them a four cylinder Hudson runabout which would do close to fifty miles an hour with the cutout open. My brothers had always been considered reputable young men, but it didn't take them long to acquire a reputation as "those wild Bradford boys." One day I was standing with Dad as he watched them tear along the road, engine roaring through wide open exhaust and a huge dust cloud bil lowing in their wake. "That settles it!" Dad snapped at me, as if I were the speed demon. "When you go to college, you'll walk!" Dad bought a Model T Ford for the hired man to run errands in. One of the early Fords held the speed record for its time. At first two models were manu factured, one costing S2,000 and a cheaper model for only S8 50, but when Dad bought his, the Model T had come into its own and the price wasn't so high. Remember the good old reliable Model T? You drove it "blind" -- the dashboard was just a blank, with no speedometer, oil gauge, gasoline gauge or ammeter to baffle the driver and dis turb his tranquility. If your lights weren't quite bright enough to enable you to see a certain object in the dark, you need only step on the clutch and race the motor to add considerably to their candlepower. When your brake bands were worn down, you could al ways rely on the reverse pedal to slow you up and bring you to a stop. The Model T had its disadvantages, too. Dad, who had always driven cars with a hand lever for shifting gears, couldn't get used to the multiplicity of pedals under his feet. When caught in a tight spot in traffic, he had a tendency to jam down hard with both feet. That meant of course, that he shifted into low with his left foot and locked the brake with his right, which added up to a stall. Dad would mutter "Damn!" and climb out and crank. Cranking the Model T was an art in itself. You pulled the gasoline lever down and shoved the spark up--if you left the spark advanced you stood an excellent chance of breaking your arm. Then you went around to the front of the car and pulling on the choke wire with your left hand, you spun the crank with your right. As soon as the motor ETHYL MEWS [8] at him and pinned him to the wall of the garage. Fortunately he wasn't hurt, but during the moments while he braced himself against the wall and shoved the car backward, he proved beyond the shadow of a doubt that he was a master of profanity. They were good old days, those early days of'the automobile. Nevertheless, if we had to make a choice between the old and the new, I think both Dad and I would take one of the new high compression jobs. Heap big chiefs forsake their mustangs to visit Grant's Tomb in one of the pale face's amazing gasoline wagons. Culver Service. took hold, you dashed back to the steer ing wheel, to advance the spark and close the throttle before your car vi brated itself to pieces. One thing you had to be particularly careful about when cranking was to see that your emergency brake was on all the way. If it wasn't, the car was in high gear and, unless you could move fast, it would start up and run you down. One time the hired man left the emer gency brake off, and the Model T sprang Trivialities? (Continued from page }) The European gentleman was strange ly silent. The Old Scout blew a thick cloud of smoke and continued: "Our sports are mighty important to us Americans. They help us more than anything I know to keep our sanity and sense of humor and to avoid the poison virus of the various 'isms' which have bitten so many in Europe. Maybe if the youth in certain countries over there had given more thought to sports and less to power politics there would be no war today. After all, whoever heard of a Fascist or Communist plot being hatched on an athletic field or in a locker room?" Oil and War ONE OF those behind-the-scenes but highly important factors of the war now raging in Europe is the question as to whether, in mechanized warfare, com batant nations can win, or even hold out, lacking adequate supplies of oil. Mechanized warfare calls for drafting the petroleum hydrocarbons, among other resources, for use as fuels, lubri cants, explosives, and other wartime commodities. So far as is known the Axis powers own or control about five per cent of the world's oil supply, including re sources of captured nations. Russia con trols about 10 per cent, and Great Britain can command about 15 per cent. The balance of power definitely rests with the United States which controls more than 60 per cent of the world's oil, and has the facilities for producing, refining and putting it to use. APRIL 1941 [9] ri A side view of truck, showing com fart, ments which hold everything needed f, a complete demonstration. Tune-Up Equipment Goes for Ride Los Angeles Division's "Meeting Wagon" Features Compactness and Mobility. ET H Y L'S Los Angeles Division is mak ing good use of a specially built truck for the transportation of demonstration and tune-up equipment. Each article which goes into the truck has been de signed and arranged to be portable, and the whole unit is unusual in its com pactness and mobility. The chassis is a 1 1 '-ton Chevrolet, everything heavy is so placed as to re duce lifting to a minimum. Since the dynamometer weighs only 850 pounds, it is easily rolled on quickly attached casters. When placed where needed, the casters are removed and the dynamometer rests on rubber pads at tached to its frame. The dynamometer instrument panel is carried in its special compartment, the door of which becomes a ramp when fully opened. The instrument stand is rolled on tracks in this ramp, so that loading and unloading is simple. The other compartments are arranged to carry tools, tune-up equipment, liter ature, a demonstration engine, movie projector and public address system, exhaust blower for use with the dyna mometer, slide and meter projectors, a complete library of films, a collapsible speaker's table, and stands for other ar ticles. In fact, everything that would be needed for any type of meeting or dem onstration is conveniently ready for immediate use. The truck is kept ready to roll at all times and two men can set up all that is necessary for a meeting in from one to one and a half hours. Many oil com panies, automobile companies,and others have taken advantage of the Division's cooperation with this "meeting wagon" and all of them have commented on the ease and speed with which everything worked. needed appartus. There are three doors on each side of the truck, opening into portable chassis dynamometer on the 45 folding chairs, movie projection sion of exhaust gases. The dynamometer is loaded and unloaded by means of a Charles F. Kettering in 1919, when he was president of Dayton Engineering Laboratories. Anti-Knock Gasoline--An Idea Nobody Wanted Kettering's Speech Before the Society of Automotive Engineers in 1919 Pointed Out the Need for Research to Find the "Way Around Knock; Proposed Cooperative Program. TWENTY-ONE years ago last Jan uary, Charles F. Kettering, then president of the Dayton Engineering Laboratories Company, called on auto motive engineers to help solve the prob lem of knock. Speaking at the annual meeting of the Society of Automotive Engineers, he described the work being done in his laboratories and outlined the problem to be overcome if automotive progress was not to be blocked by the shortcomings of ordinary gasoline. "My idea," he said to that assembled body, "has been to present this subject to you more as a means of stirring up your interest and exciting your curios ity than supplying any fundamental engineering data." Naturally some of the theories and parts of the discussion of the chemistry of combustion in this amazing paper have been out-dated by the facts re vealed in subsequent research, but gen erally speaking, one wonders on reading this paper why many who listened to the talk 22 years ago did not see the need and opportunity of exploring the field so clearly outlined by Mr. Kettering. For the convenience of those who do not have copies of this issue of the SAE Journal in their library, excerpts of the paper are printed here. Unfortunately, we have not been able to secure original copies of the pressure time indicator cards, published with the paper, which show normal combustion, pre-ignition, knock, and what was then called "delayed knock". Except for the last mentioned, the other three, pre sented two decades ago, are typical of more recent pressure - time indicator cards for these three types of combus tion. Beginning his paper, Mr. Kettering said: "As far as the automotive engineer is concerned, there are two problems in volved in the fuel situation, each of which is of great importance. These have to do with the application of fuel to an internal combustion engine. One is getting the fuel into the engine and the other is burning it after it gets in. "To get the fuel into the engine, in numerable devices have been construct ed and given consideration, and yet I think we all recognize that the results from these have been disappointing, be cause they did not solve the problem that really needed solving; namely, what happens inside the cylinder. Having rec ognized this condition of practically complete ignorance as regards what goes on within the cylinder of an engine during operation, we started to see what we could find out about it. Naturally it is a little difficult to sit around in a cylinder while it is in operation and tell just what happens in there, so we had to devise ways and means of staying out side and still telling what was going on inside. In doing so we had to build some new instruments, and we had to do a lot of theorizing. The result is that some of the things I am going to tell you may not be so, but then it is not my fault if they are not. "In discussing the question of fuels I APRIL 1941 [ I* ] Vol IV April, 1919 More Efficient Utilization of Fuel By Cham.es F. Ketteiunc1 (Member) A.SM'aL Mk.ETJ.VC RaFCU lUmtrated \citk Puotocrathi and Di scram* S Ur u the automotive engineer {$ concerned, each carbon atom always united with four hydrogen Athere are two problems involved in the fuel situa atoms, or four uni-valent atoms. But the carbon also tion, each of which is of great importance. These has the ability to combine with itself, that is, to satisfy have to do with the application of fuel to an intercnearlt-ain of its chemical bonds by combining with other combustion engine. One is getting the fuel into the en carbon atoms. It is quite possible to have another.com gine. rind the other is burning it after it gets in. pound in which two carbon atoms are united, each in To get the fuel into the engine, innumerable devices addition having certain hydrogen atoms united with it. hrive teen constructed and given consideration, and yet I The first compound referred to above is said to have the think we rill recognise that the results from these have been <Jitri|>pomting, because they did not solve the prob lem thrit reallv needed solving; namely, what happens inside ot the cylinder. Having recognised this condition formula CK, and the second the formula C,H; but I will show you that such a formula really means nothing. If we insert another carbon atom between the other two and sdd the two hydrogen atoms to it. you get a third hydro of practicwt^ complete ignorance as regards what goes on within the cvhnder of an engine during operation, we 'tarttd to Nee what we could find out about it. Naturally it i .1 little dn&ult to sit around in a cylinder while it carbon, the formula for which is CH,. In other words, if you take a senes like this and add a carbon atom each time, with its corresponding hydrogen atoms, you get a general formula which may be expressed thus: .v in >peTAtion and tell )ust what happens in there, so In this series the compounds get very long, and increase we had to devise wavs and means of staying outside and till tejt.ng wnat was going on inside. In doing so we ,-jd to I'Uiid -ome new instruments, and we had to do a iut o: theorizing. The result is that some of the things 1 urn go mr to tell jou ma> not be >o, but then it is not my :hev are not. 1 11 -C--H H--(j--C--H 1 <Mft Of think it would be well to go back a little. Our present idea of fuel, as you know, is that a satisfactory fuel must have a certain gravity. I want to go into the fuel situation a little more deeply than merely determining its uses ac cording to its gravity. It has been a gen eral observation that as you lower the gravity of a fuel, such as the present commercial fuels on the market, even though you get the fuel properly dis tributed. you have to lower the com pression of the engine because of the knock which results. This knock is the kerosene knock, pre-ignition, pinging or whatever it is called. To make my sub sequent discussion somewhat more in telligible I want to first discuss briefly the construction of a fuel, its relation to gravity, etc., and then what happens when we try to burn it. "As you know, all our fuels are hy drocarbons. I think we have all studied the subject enough to know that a hydrocarbon is a very uncertain and miscellaneous sort of an individual, con sisting of varying combinations of car bon and hydrogen." Mr. Kettering rhen described the molecular structure of typical hydro carbons, stressing the point that it is molecular structure rather than gravity which determines how a fuel burns in side a cylinder. "The gravity of fuel has absolutely nothing to do with what the fuel really is or how it performs in service," he continued. "The main point I want to get to you is that the fuel proposition is, so far as future engine design is con cerned, practically a question of chem ical construction and make-up, together with energy of combination that exists within the fuel itself. . . . "I have mentioned energy of combi nation because to us it has proved very, very interesting, inasmuch as it appar ently affects fuel action very directly. As I said before, as fuels of lower grav ity came into use it became necessary ro lower compressions. The general idea has been thac this lowering of compressions has been necessary because of pre-igni tion. To study this problem we devel oped an indicator which gave us a new but very satisfactory type of indicator card. This indicator is different in that it gives pressure-time indications and not pressure-volume. As a result of our work with this indicator, we discovered that the knock which comes from kero sene is an entirely different thing from actual pre-ignition. We have made hun dreds of indicator diagrams or cards with this instrument and each of them is very different from the usual pressurevolume card secured with the ordinary indicator. "A card made with our indicator is also shown illustrating the normal burn in an engine cylinder, without any evi dence of knock. As you can see from The SAE Journal for April, 1919, bub, lished an article that makes interesting reading for anyone in the oil business this card, pressures begin to go up at the instant the compression stroke of the piston is started and increase uniformly until ignition, after which pressures go up rapidly to a maximum and then taper off gradually during the work stroke of the piston. The difference beeween the cards made on these two types of indi cator is quite obvious and needs no ex planation. "Another card made with our indica tor and illustrating a case of true preignition is reproduced. The kerosene knock occurs in a region of from 10 degrees after ignition to 25 degrees past top center on the down stroke. In one card shown, che knock occurs fairly early in the combustion stroke, while in another it occurs at approximately 25 degrees after top center and on the down stroke of the piston. "These cards proved tremendously in teresting to us and we began to study the knock to see what it is and why it is. In the course of our study we have been theorizing and reached the following conclusion. If you take a complex mole cule and start to burn it, it will not burn by a single step from the carbon and hydrogen in it to carbon dioxide and water, but as it starts to break down it may be decomposed into a variety of compounds. If during this burning you should happen to liberate, for an instant, as intermediate products of combustion, some compounds of an extremely explo sive or deconatable nature, you would, upon explosion of these compounds, get such a sudden rise in pressure as is indi cated in the cards shown. Now the com pounds which you form, if these big molecules do break down in this way, will differ, depending upon the tem perature and pressure conditions at the time combustion takes place. Thac is, the type of compounds which are formed will vary with the compression, explosion pressures and the tempera tures which exist in the cylinders. "In studying the conditions exiscenc within the cylinder during knocking, we endeavored to get an actual view of ETHYIi NEWS [] conditions within the cylinder at the time the knocking took place. To do this we put a window in the cylinder md pointed a spectroscope at this win dow. In this way we were able to reach ,omc rather definite ideas as to the subvtances or compounds actually present 1IU| causing the knock. As a result of :l>cso observations we came to the con clusion that the compound which caused the trouble is acetylene. I will admit that this is one of the things that we have only theorized about so far and that we do not know now that this is really true. "What takes place within a cylinder when the knock occurs may readily be m accordance with my previously men tioned conception. You have all seen the arains of powder used in big guns. It comes in little sticks with perforations through them. Now you can take one of these sticks and light it with a match and hold it in your hand as it burns and it is perfectly harmless. But if you stuff that powder into an iron pipe and screw the end on it and light it, and then get away in time, you would witness quite a different reaction. The reason is that when you vary the pressure and the temperature conditions you change the entire nature of the burn. In other words, in the first case you are simply burning the stick of powder as you would any other inflammable hydrocar bon, while in the second case you are releasing its energy of combination in a very short space of time. The resulting variation in the chemical reaction which takes place causes the sudden building up of pressure that we call an explosion. "Why then should lowering of com pression prevent the development of the knock? Simply because lowering the compression results in a substantial low ering of the maximum combustion tem perature within the engine cylinder. ' For testing cyclohexane we built a l iberty engine having 200 pounds com pression, and this fuel burned at such high compressions without any knock whatever. With the best grades of gaso line that we could secure we could not use compressions in excess of 12 5 pounds; in fact, without very careful selection of gasoline the compression could not be run up to more than 100 pounds. "There is another interesting thing leading us to believe that there is a criti cal temperature beyond which you may not go without causing an enrirely different type of combustion to take place in the engine. If you take an en gine operating at 75 to 80 pounds com pression, start to run it on kerosene and let it warm up, there will be no knock during this warming-up period. As soon as the engine gets to operating tempera ture, however, it will start to knock, and it will immediately heat up, with loss of power and other evidences of poor performance. However, if you in troduce into the fuel that is being used three to four per cent of ethyl iodide, you can run the same engine right up to full compression without knocking and accompanying troubles. In other words, the engine will run as well as it does on gasoline. The reason for this, we think, is that below 1200 degrees fahrenheit iodine exists in the form of molecular vapor, but when you get up between 1200 and 2000 degrees fahrenheic the iodine vapor breaks apart into an atomic vapor and in so doing uses up a consider able quantity of the heat energy result ing from the combustion within the cylinder. And the heat energy so used up will just ease off the temperature curve, flatten it out, in other words, and hold the maximum temperature below the critical line so that the secondary ex plosive compounds will not be formed. "I might go into various interesting experimental data, but there are one or two other things that I want to bring out. We have all talked about carbon causing the knock in an engine and we know that when we clean the engine out we do not get the knock any more. And we have all had the idea that the reason we have carbon knocks is because some of the carbon heats up and pre ignites the incoming mixture. That is not what happens at all. One of the best heat insulators we have is carbon, and the only thing you do when you have a nice little carbon deposit in a gas engine cylinder is to cut down the rate of ther mal transfer. . . . "Remember the problem is what you think it is. ... Anything that man cre ates is only a physical representation of his mental conception of it. If someone should come here from some ocher world he would get a very bad idea of the men tal conception of our automotive en gineers, if they do not get busy on the little simple problems of settling this fuel question. In this talk I have shown where I think the problem lies. No mat ter what kind of injection devices or other instruments you may have, there is the problem of finding out how the fuel acts after it is inside the cylinder, and we have got to work out that prob lem. And this problem can never be solved by any one individual. It is going to be solved by the oil and the engine people and everyone else working to gether." . . -Vj T/jc birthplace of the anti-knock idea `cas the Dayton Engineering Labora tories Company, Dayton, Ohio. \PRIL 1941 C *3 ] All American Aviation plane makes scheduled pick-up at Parkersburg, yrcst Virginia, during a flood. both being timed to give each commun ity overnight connections with every other air line point in the country. Operator of the system is All Ameri can Aviation, Inc., which maintains executive offices in Wilmington and operations offices in Pittsburgh. Head of the company is Richard C. du Pont, the former national soaring champion. Communities along the routes range in population from 800 to 120,000. Air Pick-up stations are located on hilltops, in meadows and public parks, and can Expanding the Air Mail be established anywhere that the ap proaches are clear of obstacles for a dis The Air Pick-up System Serves Communities Not Reached by Reg tance of 500 to 1,000 feet in both directions. In towns that have airports, ular Air Lines. Planes Collect and Deliver Mail Without Landing. stations are usually located on the land ing fields, few of which are large enough to accommodate a modern transport plane. Schedules are maintained at an THE NETWORK of air lines span the Postmaster General shows that mil average speed of 110 m.p.h. ning the nation makes an imposing map, lions of pieces of air mail move in and It is obvious that routes of this type but actually it covers only 210 cities out of off-line points annually, and the with stations so close together could not and towns. These represent about five records of the Railway Express disclose be operated by regular airlines, even if per cent of the 4,000 cities in the coun that thirty per cent of all air express all communities had airports, for the try with more than 2,500 inhabitants, shipments move to and from these delays incident to making landings at and they contain a trifle more than one- places. every point would render the service as j; quarter of the country's population. The Air Pick-up was designed to slow as surface transportation. An air mail letter may move hun bridge the void between air line cities The present Air Pick-up system be dreds of miles between air Line cities and off-line communities. This novel gan as an experiment. In 1938 Congress within the space of a few hours and then and flexible system by which air mail passed a special Act authorizing the Post take overnight to arrive at a town a and air express are collected and deliv Office Department to make a test of the short distance away which is served Only ered by an airplane in flight, requiring efficacy of the system for the transpor by surface transportation. The almost no airports for its operation, has brought tation of air mail. Routes selected ran magic .rowth that has taken place in direct air mail service within the reach through parts of Pennsylvania and West air transportation in recent years has of every town in the country, regard Virginia, where the terrain is extremely only accentuated this deficiency. less of size or geography. rugged ind weather conditions are very Since its beginning, the trend in air The Air Pick-up system is now in changeable. They covered 5 5 cities and transport development has been toward daily operation on five routes which ra towns. bigger and faster planes because of the diate from Pittsburgh to 108 cities and The experiment lasted for a year, economy in high speed and high alti towns in the six states of Pennsylvania, during which Air Pick-up planes flew tude operations. The result has been an West Virginia, Kentucky, Delaware, 438,145 scheduled miles and made over increasing reluctance on the part of the New York and Ohio. These routes aver 23,000 pick-ups and deliveries without airlines to schedule intermediate stops age 275 miles in length and each serves a mishap, for an operations record of between large cities. Inadequate airports around 20 communities which are an 91.6 per cent. The two lines handled also have restricted expansion of the air average distance of 18 miles apart, al over 75,000 pounds of mail without line system. though some are less than 10 miles from damage to a single piece. In the territory that lies beyond the each other. Service to all points is In reporting to Congress on the suc sphere of the airlines, there is a rich field provided by two flights a day, one in cess of the experiment the Postmaster for development. The Annual Report of the morning and one in the evening, General said: ETHYL NEWS [ 14 ] ETC 31266 JL 77V Air Pick-np in operation. Boom it tth hook on end is extended to snare loop attached to mail container. "A very high percentage of performinee has been maintained even during tl,c worst of the winter months ... In ..no instance in which the regular trans port planes could not operate into the I'itcsburgh Airport on account of snow, the Pick-up was the only type of plane wrvice which was operated. In a recent instance, Pick-up service was main tained in the Ohio River Valley when there was no other transportation. It was necessary to use rowboats to place the mail on the pick-up poles." Establishment of Air Pick-up routes on a permanent basis under the super vision of the Civil Aeronautics Author ity was recommended by the Postmaster General, and shortly after the experi ment ended, the Civil Aeronautics Au thority issued a certificate of public convenience and necessity for the trans portation of mail and property for five routes. While the Air Pick-up is a spectacu lar sight, it is in reality a simple opera tion. Single-motored planes are used. Each ship carries a crew of two, a pilot and a sky clerk who operates the pick up apparatus. The latter consists of a winch with an automatic drive, a 40foot length of rope and a 15-foot arm or boom which retracts into the bottom of the plane. Two sectional poles, which are set in the ground 20 feet apart and dismantled after each pick-up, comprise the ground station. The transfer rope, a 60-foot loop to which the air mail container is attached, is suspended between the poles, with the container resting on the ground. In approaching the station for a pick up and delivery, the pilot levels off as he would in making a landing, except that his speed is much greater. The pick-up boom is let down and the delivery con tainer trails behind it on its own trans fer loop. Just before making the pick up, the pilot trips a release and the delivery container falls to the ground. At almost the same instant, the boom with the pick-up hook at its lower end strikes the transfer tope suspended be tween the two station poles. The plane is about 30 feet above the ground when making contact at the station. After the pick-up, the container is brought into the plane through a hatch in the bottom, where it is opened by the sky clerk, the mail sorted and the container prepared for delivery at the next station. This container has been built for hard usage, with a reinforced fibre nose and a heavy rubber skirt to sheathe the can vas bag which holds the mail. It has a capacity of about 50 pounds, delivery of heavier loads being made by para chute. The Post Office Department has designed a special pouch to fit inside it. Air Pick-up lines are "feeder" sys tems designed primarily to operate where airlines cannot be operated profit ably. The Air Pick-up extends the scope of the airlines' service and feeds them additional traffic from new and poten tially rich territory. The operations conducted by All American have attracted attention throughout the world. Other companies are now planning the establishment of similar service in different parts of the United States, and inquiries have been received from several foreign countries. All American recently announced its own plans for seven new routes in New England and adjacent areas in New York, New Jersey and Pennsylvania. APRIL 1941 [ 15 ] Richard C. duPont, president of All American Aviation and former national soaring champion. ? -V & An Aid to the Navy U.S. Power Squadrons, Composed of Business and Professional Men, Take Winter Courses to Improve Their Technique in Handling Small Craft. GROUPS OF men are meeting this winter along the Atlantic Coast, the Great Lakes, the Gulf Coast or at inland river points to study the science of navi gation and the piloting of small craft. They are members of the United States Power Squadrons, carrying on the tra ditions of this 27-year-old organization. Yachtsmen and others interested in boating comprise the membership, seek ing to improve their technique in hand ling small craft for greater safety in pleasure cruising and for any naval ser vice desired by the government. Mem bers enroll for courses of study during the winter and apply this knowledge during summer sailing months. The highest rating, that of navigator, is at tained after four years of class work. Service to the United States in times of emergency was one of the earliest purposes of the Squadrons and again is assuming great importance. The Squadrop movement originated in Boston out of a desire to create a Naval auxiliary during war emergencies. Yacht clubs in other cities took up the movement which was endorsed by the Navy De partment, and the national organization was established February 2, 1914. During the World War, Squadron men entered the Navy, and as a result of their earlier training many received commissions. Other Squadron members at home served by establishing free nau tical schools teaching the essentials of navigation to about 3,000 students, many of whom entered the Navy. Boars Members of several Squadrons assemble for a two-day rendezvous in Command er Bert Perrys private harbor at Crab Creek, Md., off Chesapeake Bay. owned by some members were enlisted and became part of the police force of New Rochelle, N. Y., and New York City, patrolling the western end of Long Island Sound. The niche in national Naval defense that may be filled by Squadron members was outlined at the organization's an nual meeting this winter in an address by Chief Commander William K, An derson. Fie pointed with pride to the background of the average member, a man about 40 years old, with around 12 and a half years' boat experience, just short of being a college graduate (most members have earned degrees), and en gaged in business or a profession. Such a background of stability and experi ence, plus the training in making inde pendent, accurate judgments in their work, fits men to supplement or take part in Naval service, the commander commented. Although the original purpose was to create a Naval auxiliary, the World War established the Squadrons' activity in teaching. Many thousands have re- ETHVL NEWS [ I* ] ETC 31268 Tlvsc men, w^ belong to the Detroit S/uadron, are taking the final course to 'Qualify navigators. reived training, free of charge, in ele mentary pilocing, and there are now .ihmit 7,000 members of the various Squadrons. Membership is open to any man able to pass the prescribed entrance exami nation and approved by the local mem bership board. Ownership of a boat is not essential. To aid men in preparing tor the entrance examination, local Squadrons each winter conduct classes tor twelve weeks in elementary piloting and small boat handling. Attendance at this course does not obligate anyone to take the entrance examination. Ladies may enroll in the elementary piloting class and after passing an ex amination are presented with a certifi cate of qualification in piloting. Ladies, however, are not eligible to membership, which includes the privilege of flying the Squadron flag, receiving a member\hip certificate with spaces for endorse ment to higher ranks, and enrolling in the advanced classes. The first course for members only is the advanced piloting class, concen trating on charts, chart reading, the Chief Commander William K. Anderww, shown with Mrs. Anderson, was elected to national leadership of the 'St/nadrons at the annual meeting this winter. compass, its error, and the use of gov ernment publications pertaining to nav igation. On satisfactory completion, a member is rated as an advanced pilot and is entitled to display a bronze star on the bow of his boat. Next is the junior navigator class which takes up dead reckoning. Mem bers passing become junior navigators and may display two stars on their boat. The four-year course winds up with the navigator class, dealing with ce lestial navigation and nautical astron omy. Successful students attain the highest ranking, that of navigator, and may display three stars on the bow of their boat. The United States Power Squadrons is the parent body which directs activ ities through the local Squadrons. Mr. Anderson, of Detroit, who was elected chief commander this winter previously had been vice-commander. Other na tional officers are William L. Sayers, New York City, vice-commander; Lt. Com. F. K. Gundlach, New York City, secretary; and Edwin A. Jimenis, New York City, treasurer. This Month's Cover THE Battle of Lake Erie, fought September 10, 1813, was a decisive action in the War of 1812. Commo dore Oliver Hazard Perry, in com mand of the American squadron of nine vessels, including the 20-gun flagship Lawrence, the 20-gun Niag ara commanded by Captain J. D. Elliott, five schooners, a brig and a sloop, defeated six ships commanded by Captain Robert Barclay, a sea vet eran who had fought under Lord Nelson. After the victory, which was won at the conclusion of a fierce battle in which the Lawrence was put out of action, Perry sent his historic mes sage to General William Henry "Tip pecanoe" Harrison: "We have met the enemy and they are ours." The result of the encounter gave the Americans control of Lake Erie, enabling Perry to cooperate with Harrison's troops and force the evac uation of Detroit. APHtL 1941 [ '7 1 1 ! 5 1I Tbat the new Y.M.C.A. tea can are popular with the soldiers can be seen from this photo. Canteens on Wheelsi dants can stand. A 14-gallon copper tank heated by two gasoline burners A Fleet of Specially Designed Y.M.C.A. Tea Cars Goes on 24-Hour Duty to Furnish Hot Foods and Drinks to Canadian Soldiers. supplies hot water, and the car also car ries six two-gallon thermos jugs. With this capacity over 300 men can be served hot tea. Two dome lights and a gasoline lamp supply illumination, and A FLEET of five Y.M.C.A. tea cars, platform can be drawn out from under in winter a gasoline stove gives out heat. specially designed to accompany troops the body for use in showing motion pic Two stretchers, blankets, and a on maneuvers and to visit remote out tures. Two compartments for tools and shovel are part of each car's equipment, posts in Canada, has been completed re cently by Wilson Motor Bodies, Ltd., baggage are on the left side of the body. Beneath the counter on the right side and every one has a letter box located in the rear. For service in bad weather the of Toronto and is now on 24-hour duty is a serving table 30 inches by 18 inches cars carry shelters of 10-ounce khaki in several army camps. Included in the construction of the cars are several fea with a well at each end in which atten- duck. tures which have made them valuable in England, where over 500 arc now being used. The right side of each body consists of two panels, one of which can be raised to form a canopy while the other drops to become a counter seven and a half feet by one foot in size, from which hot tea, biscuits, etc., are served. A single all steel door ar the rear slides along the roof of the car, and a speaker's A l ieu- of the interior of a tea car. ETC 31270 Cf~yommercia1l WVI7Tm* gs tCor TJD\ eCiense An average of 3,000 pounds of air mail and express is carried nightly from New York to Chicago on one of the recently _______inaugurated all-cargo freight planes. The Air Transportation Industry is a Valuable Cog in the National Rearmament Machinery. A NAVAL construction project on lonely Wake Island, mid-Pacific outpost of U.S. defense, was stalled. The huge engine used to operate a power shovel had broken down; the necessary replacement part, a 750pound crankshaft, could only be secured from the manufacturer, the Buda Com pany of Harvey, Illinois, nearly 7,000 miles away. A cablegram marked "urgent" crackled over the wires and from Har vey a few minutes later came the answer. The crankshaft was immediate ly available but it would take several weeks for it to reach Wake Island by rail and boat. How about shipping it via air express? Naval officials, harried by approach ing deadlines, okayed the suggestion and the Buda Company made arrangements with United Air Lines to carry the ship ment to San Francisco where it was to be transferred to a Pan American Air ways clipper for Wake Island. It would cost $4300 to ship the $500 crankshaft by air. Later on the same afternoon the heavy crate was loaded aboard a United Mainliner at Chicago's municipal air port and whisked across the continent at three miles a minute to San Francisco. Countless precious hours had been saved. Thus the air transportation industry had proved its value to the national de fense program in a spectacular manner. And men and women who read of the incident began to realize, too, that the industry was serving the defense pro gram in similar, though less striking, ways every day. During the years since 1918, when the Post Office Department inaugurated the nation's first air mail service be tween New York and Washington, a vast network of airways covering 45,000 miles and reaching 25 5 cities has been created in the United States. Over this carefully integrated system the na tion's 17 domestic airlines are today fly ing more than 300 ultra-modern air liners, each capable of carrying from 500 to 5,000 pounds of cargo and from 10 to 33 passengers. No two cities in the country are more than 24 hours apart by air. These facilities were geared and ready when the defense program got under way last fall. Today they have become APRIL 1941 [ !9 ] a vital cog in the machinery of high speed, all-out production. Industrialists with urgent business in Washington or distant branch plants and offices are flocking to the airways. Bidders on gov ernment contracts have discovered the time-saving features of flying. Govern ment heads, carrying bulging briefcases and with "no comment" answers to newspapermen, have become regular air travelers. And air express and air mail revenues have boomed in the same pro portion. Contrary to the general belief that only light articles of an emergency na ture find their way into the air, ma chinery has become the greatest revenue producer of any class regularly using air express as an integral part of business routine. Machinery, including airplane, automobile, rubber and electrical parts, constituted, in one month studied, 53 tons of shipments carried by one air line alone. And besides this, air express ship ments of everything from lingerie to radios and from canaries to medical supplies are common. To meet the increased demands of the defense program the airlines soon de veloped special services. Among these was an all-cargo schedule inaugurated between New York and Chicago by United Air Lines on January 1. As the first "freight plane" schedule in air transport history, one of the company's numerous daily flights between the two cities was set apart for express and mail exclusively. Since that date the flight, operated in a regular 21-passenger Mainliner with its passenger space given over to cargo, has been leaving New York nightly at 11:30 p.m. (E.S.T.) and ar riving in Chicago at 3:40 a.m. (C.S.T.) The air express division of the Rail way Express Agency, which has 22,000 offices in the United States, acts as the pick-up and delivery system for the airlines. The importance of this connec tion is illustrated by the fact that an estimated 30 per cent of all air express either starts or finishes by rail. Although air express traffic is increas ing rapidly, there is seldom a case where a shipment is held up for lack of space. In 1927 there were only two flights daily between Chicago and New York. Today there are 82. Thus, in an emer gency, if there is no space immediately available for an air express shipment, there will always be space on a plane leaving a few minutes later. The air lines have been steadily re ducing air express rates and in the last decade have cut tariffs 66 per cent. Where a five-pound package once re quired 3 3 hours and cost $ 15 to be ex pressed from New York to the Pacific Coast, the same package today is carried for S5.80 in 17 hours. Last year a leading air line carried 7.150.000 pounds of air mail and 2.900.000 pounds of air express. During the same period this company's 67 twinengined transports flew 23,300,000 rev enue plane miles and 226.000,000 rev enue passenger miles. To keep pace with soaring demands upon its services the line last year boosted its personnel from 2.000 to more than 3,000 and placed orders for approximately $2,700,000 worth of new airplanes, engines and propellers. In addition to the scheduled services offered by the nation's airlines, manu facturers and other groups have had oc casion to charter planes for special mis sions in recent months. Not long ago the Lockheed Aircraft Corporation of Los Angeles, now heavily engaged in military aircraft construction, needed some special material for experimental purposes. A 750-pound crankshaft goes aboard a plane at Chicago for the first leg of its flight to Wake Island, 7,000 miles distant. United Air Lines photo. ETHYL .YEW'S [] Mechanics refuel a passenger plane which has a capacity of 820 gallons of gasoline and 66 gallons of oil. United Air Lines last year purchased 11,000,000 gallons of 90-octane Ethyl gasoline. United Air Lines photo. While plenty of regular supplies were on hand at the Lockheed factory, the particular material needed -- and in a hurry--was no nearer than Pittsburgh, Pa., location of the Aluminum Com pany of America's plant. United Air Lines' air express department was asked if it could assign one of the company's regular Mainliners for a Pittsburgh-Los Angeles flight under a charter basis. The company's answer was an imme diate order for mechanics at Chicago to strip a luxurious plane of its passenger accommodations and prepare it for a rush flight to Pittsburgh. There the material, weighing more than 1,200 pounds, was picked up, stored in the passenger cabin and started for Los Angeles at 11:30 p.m. Shortly after noon the next day, the shipment was delivered in Los Angeles after only two stops en route for refueling. Whole days were cut from the time which would An air liner climbs among the clouds to take advantage of a tail wind. These ships cruise at 200 miles an hour and carry 21 passengers and 1,000 pounds of mail. United Air Lines photo. have been required by surface transpor tation facilities. In the same manner planes are always available for charter flights to conven tions, conferences, athletic events and innumerable other gatherings. Last fall, for instance, members of the joint Canadian-American defense commis sion headed by Mayor LaGuardia of New York chartered air liners for spe cial New York-Ottawa trips. Thus the air transportation industry of today, in overcoming the barriers of time and space, has pledged its vast re sources to the interests of a national emergency. But never far from the thoughts of air line people is the guiding confidence that tomorrow those re sources will once again be pledged wholly to the peaceful interests of a great nation. The Following Service Awards have been made as of April 1st, 1941 5 YEARS Jewel Ahonen Sales, Detroit Dwight F. Andrews Sales, Baltimore Marie Brand Sales, Chicago Dorothy Fowser Manufacturing, Deepwater Dr. O. Edward Kurt Chemical Research Emalee Pipal Engineering, Detroit William Trelease, Jr. Sales, Dayton 10 YEARS H. Claire Dees Sales, Baltimore 15 YEARS Elizabeth Carr Administration John R. Murphy Gasoline Testing, Yonkers Control APRIL 1941 [] *TJ . r\ , I 1 ! !' i; Hockey's Stanley Cup, the Derby Trophy and the Golden Glovet 'V:T are "Emblems of Excellence." I The Story of Better Gasoline Ethyl Advertising for 1941 Does an Important Educational Job, Approaching Specific Groups in Terms of Their Own Needs and Interests. AMERICA never had such good gas olines before. Octane numbers of both regular and premium fuels have attained new heights. But the benefits of today's improved fuels will not be completely realized by the public unless the users of gasoline take full advantage of the extra power the petroleum industry has made available. This requires that the story of better gasolines be told to every body who has anything to do with the use, distribution or refining of fuels. Since the primary objective of indi vidual oil companies is to market their own products, they cannot be expected to carry, the burden of a program de signed to sell better gasolines in general. Therefore the Ethyl Gasoline Corpora tion, through this year's advertising, continues to do this important educa tional job, approaching specific groups in terms of their own needs and interests. The "Emblems of Excellence" cam paign is designed to tell the story of bet ter gasoline to the general public and to fix in the reader's memory the signifi cance of the Ethyl emblem as a mark of the highest quality in gasoline. By aiding dealers to sell their top-quality fuels, this advertising helps to maintain the nationwide distribution of gasoline of extra-high antiknock quality, thus pro viding automobile manufacturers with a cushion for further increases in com pression ratio, power and efficiency of engines. Advertisements in the "Em blems of Excellence" campaign will ap pear in national weeklies and monthlies of largest circulation. Designed to reach the key men in in dustry is a series of informative adver tisements running in several of the leading business publications. This series deals with problems involved in auto motive progress and shows how Ethyl research is at the service of executives and technologists of the oil and auto motive industries. Advertisements appearing in the va rious automotive trade and dealer maga zines explain to the service man the importance of correct ignition timing if the public is to receive the full benefit of improved gasoline. Technical articles in advertisement form appear regularly in automotive and petroleum technical journals, in forming technologists in those industries of the inseparable relation between en gines and fuels and offering research engineers the full cooperation of the Ethyl Research Laboratories in Detroit and San Bernardino. In magazines read by the oil trade are advertisements which tell men in the industry why better gasolines mean better business for everybody. They also aid the man at the pump, the point of contact between the industry and the general public, to explain the value of good gasoline to his customers. Aimed at the farmer and at the trac tor dealer are advertisements which point out the advantages of high com- pression tractors over other forms of power. These appear in trade papers read by tractor dealers and in farm publica tions. By helping to increase the number of tractors on American farms, this campaign also helps the sale of petro leum products. Fuel cost is the largest single item of expense in operating commercial vehides, and Ethyl advertising in publi cations read by fleet operators is designed to help the operators to get the most out of fuel dollars. These advertisements also offer the services of Ethyl field engineers. Airplane progress depends largely on engine improvement, which is related to fuel improvements. To remind men in aviation of research now being con ducted by Ethyl engineers in coopera tion with aviation technologists, a series of advertisements is appearing in aviation papers. Motion pictures and strip films for presentation to interested groups, as well as booklets telling the story of better gasoline, are also available on request. The illustrations in this article are basic pictures of the "Emblems of Ex cellence" campaign. The back cover of each issue of the "Ethyl News" shows a typical institutional advertisement of the type designed to reach the key men in industry. j ; > j ! > ETHYL NEWS [] ETC 31274 ^ Highway Post Office Motor Bus Provides Communities Lacking Railroad Service With New, Efficient Mail Delivery. I'!1 ANOTHER notch in speed and efficiency goes Uncle Sam's mail de livery this month, through inaugura tion of highway postal car service on three pilot routes. Companion of the famed railway nuil service, the highway' operation ul timately will permit pick-up, sorting .ml delivery of mail between the tens >i thousands of communities and towns which depend on paved roads exclusive ly for their transport communication with the rest of the nation. The first "highway post office" con-ists of a specially equipped motor bus. duplicating facilities in railroad mail -ars in which letters are sorted enroute. I he bus will make regular, daily round trips for the benefit of towns along the HI-mile route between Washington, U.C., and Harrisonburg, Va. This is the first of three experimental services, designed to test out different types of vehicles and special accessories as to adaptability to the work. From its experience with these initial services, the Post Office Department will establish standards for all vehicles serving as "traveling Post Offices." The plan is then to contract for mail service with private operators of such vehicles The first highway post office stops in front of the White House. at the points over the country where modern, speedy mail service has here tofore been hampered through lack of transport facilities. Post Office authori ties already are receiving requests from transport companies as to what types of vehicles they should obtain in order to be assigned routes under the new system. There are some 48,000 communities that completely lack railroad service. Previously numerous of these have had postal service through "Star Routes." These consist of contract motor truck services under which mail is sorted in a city post office, sealed into various bags for each town and then dropped off along the route. Mail for the city is picked up from each town on the re turn trip. Pick-up, sorting and delivery of mail en route, through the specially equipped vehicles such as now going into service, will speed efficiency and cut down elapsed time so that the small commun ity receives the same first class service enjoyed by larger centers. The special vehicles whch the motor industry is providing the Post Office contain sorting equipment--pigeon hole compartments, etc.--racks to hold mail sacks, specially locked doors and barred windows to confound possible thieves, and mail slots in the sides for the con venience of customers. I /'i interior of the hits is similar to that I a rail way mail car. "*/, 1941 [ 23 ] Men against fire ( A story of day-to-day progress in automotive research ) An\' FIRE CHIEF u-ill tell you that the speed with which he can get to a fire is as important as the skill and courage of his men in actuallv fighting a blaze. Today the greatest help in saving vital minutes is modem gaso line-driven fire equipment. Picturesque as was the old horse-drawn fire engine with its smoking boiler, it could not attain the speed of modern equipment nor could it pump the torrents of water required in modern fire-fighting. Each successive improvement in automotive engines and their fuels has aided not only the fire-fighters ofAmer ica but also the users ofall other kinds of automotive vehicles. Since the tendency of fuel to knock has been a limiting factor in the design ofmore efficient engines, the steady rise in the anti-knock (octane) value of gasoline has played and will continue to play a vital part in this progress. Each advance in gasoline anti-knock quality can be utilized by the auto motive industry to produce engines of still greater power, performance and economy. Thus the use by oil refiners of Ethyl's product, tetraethyl lead, as an anti-knock ingredient in gasoline, con tributes to the day-to-day improvement of automotive equipment of all tvpes. Because engines and fuels are insep arably related in their furthtr develop ment, Ethyl research workers are co operatingwith technical men in both the automotive and petroleum industries. The Ethyl laboratories at Detroit and San Bernardino are helping to coordinate the developments of both in dustries and are contributing the re sults of many tests and experiments with possible future fuels and engines. At the same time our service engineers in the field are working with many commercial users of engines and fuels in the practical application of labora tory findings. To engineers in every phase of automotive development we extend an invitation to avail themselves ofour research and service facilities. Ethyl Gasoline Corporation, Chrysler Buildin", Xew York City. Better and more economical transportation through ETHYL RESEARCH and SERVICE Printed in U. S. A. Ethyl Gasoline Corporation Chrysler Building, New York City W. CARY HARRIS Editor FRANCIS V. V. ADRIANCE RUSSELL B. WESTON Associate Editors Correspondents SALES DEPT. Rosser Atlanta S. Cronin Baltimore R. Jones Boston B. Wyrick Chicago T. Pruitt Dayton S. Flynn Kansas City L. Goltz New York P. Murdock Los Angeles F. Naylor Seattle L. Huxtable Tulsa MFC. DEPT. L. Baknum Baton Rouge C. Wasserman Deepwater E. J. Nieser. Administration Dr. Beatty Chemical Research E. L. Barringer Detroit J. C. Pope Gasoline Testing The materiel in this publication may be reprinted provided due credit is given the "Ethyl News" or Ethyl Gasoline Corpo ration unless it is a copyrighted article. MAY 1941 VOLUME 8, NUMBER 5 Democracy's Grand Coulee Dams WE AMERICANS have a habit of taking even our biggest achievements in our stride. Maybe that's a mistake. For instance: Two years ahead of schedule, Grand Coulee Dam has begun operations on the Columbia River in Washington. If the dictators had completed so mighty a project in so short a time, their fanfare and flourishes would have reverberated throughout the world. At a time when high pressure publicity men like Goebbels and Gayda play an important part in world affairs, we Americans can well afford to blow the trumpets for ourselves. Here is the largest man-made structure in the world. Its power plant will bring light and power to a large section of the Pacific Northwest. Its irrigation system will bring water to 1,200,000 acres of productive land -- land that will support some 300,000 persons. What better example of the way democracy works? Out of this engineering achievement will grow the development of a vast area of America. This 20th Century pioneering is what democracy means. It is the process by which free men build the future. American imagination, American engineering, American labor -- all set free by democracy -- have combined to produce a great symbol of democratic efficiency. There is no reason why we should take the physical successes of democracy for granted. Without enslaving labor, without destroying freedom, without unleashing hatreds, our American democracy is proving that it outdoes the achievements of the dictators every day in the year. Why shouldn't we make a special point of boosting Grand Coulee, the Golden Gate Bridge, the Henry Hudson Parkway, the Skyline Drive, Radio City, and, right now, the overnight industrial expansion for defense? These are things worth bragging about. They prove that democracy can be efficient for constructive ends. They prove that democracy is modern, stream lined, businesslike, and progressive. They prove that the democratic system is far superior to any of the phoney social orders touted by the would-be masters of the world. It's high time for each of us to do some skywriting for the Grand Coulee Dams of democracy. CONTENTS OF THIS ISSUE Democracy's Grand Coulee Dams Trucks Boom War Savings Empire Builder of the North Machines for Canada's Fighters Flying Machine Ascends Vertically Pre-Ethyl Theories of Knock Glamour Girls Not Wanted Faster Than a Bullet High-Flying Photography Growth of Automotive Service Industry Pictured in Mural This Month's Cover Highway to the Sky 1 5: II i' ! i* Empire Builder of the North Part of a canoe brigade cruises through a forest in northern Manitoba. The canoe with the outboard engine is tow ing the other two. Hudson's Bay Company photo The Hudson's Bay Company, Which Established Its First Fur Trading Post in Canada in 1668, Is the Oldest Merchant Trading Company in the World. IN 1668. the French adventurer Groseilliers, in the service of King Charles II of England, established on the shores of James Bay the fur trading post of Fort Charles. This frontier outpost, which is located near the mouth of the Rupert River and the spot where Hen drik Hudson is believed to have win tered in 1611, soon became known as Rupert's House and was the beginning of the far flung empire of the Hudson's Bay Company. From this small start the Company of Adventurers, as it was known, ex panded rapidly, until it ruled the whole of Canada west of the St. Lawrence watershed and held it for the British Empire. Officers of the company found ed most of the cities of Western Canada, including Winnipeg, Edmonton and Victoria. They explored and mapped the northern interior of British Columbia and the Canadian Arctic, and they built Fort Yukon and traded in Alaska when that country belonged to Russia. Harry Kelsey, sent west from Hudson Bay, was the first white man to see the Canadian prairies. The Hudson's Bay Company is the oldest business institution on the Amer ican continent and the oldest merchant trading company in the world. It was the first company to run a chain store system. The company owns and operates today six large department stores, in Winnipeg, Saskatoon, Calgary, Edmon ton, Vancouver and Victoria; a chain ETHYIi KEWS [43 of small department stores across Can ada; tea and coffee manufacturing plants at Winnipeg and Vancouver; a salmon fishing fleet, including cold stor age ships, off the coasts of Newfound land and Labrador and 218 fur trading posts throughout Canada. Other assets of the company include 1,800,000 acres of farm and pasture lands in Manitoba, Saskatchewan and Alberta; eight raw fur departments; a model experimental fur ranch; 81 pri vate commercial radio stations; nine government meteorological observation stations; 7,000 square miles of beaver sanctuary leased from the Province of Quebec; 308,000 acres of muskrat pre serve leased from Saskatchewan and Manitoba and several subsidiary com panies, such as oil and gasoline, explora tion, transportation, fishing, etc. In covering such a vast field of oper ations transportation has always played a leading part. Until recently all furs were shipped to England, so that, for example, furs traveling upstream from the mouth of the Mackenzie River to what is now the Province of Saskatche wan and then via a series of lakes and rivers to Hudson Bay and the British Isles were carried thousands of miles be fore reaching their destination. Under old systems of transportation--by canoe and York boat propelled by the strong arms of voyageurs, and by sailing ship --years elapsed after trade goods were sent out from London before returns in furs came in. The first speed-up in transportation occurred when steamers made their ap pearance both on the sea and on the in land waterways, but it wasn't until re cent years that great strides were made through the use of airplanes and gaso line-powered boats. Today the company operates two Beechcraft airplanes, 27S schooners and 1,000 canoes. In some places, such as northern Quebec, canoe brigades powered by paddlers still ply rapid and rocky streams, but in most cases when canoes are used the outboard motor has increased their speed. The modern canoe brigade consists of a few gasoline-powered canoes towing two or more ordinary canoes, all of them laden with furs. Auxiliary schooners are also used to a great extent in Arctic waters. The newest of these, built last year at Shelburne, Nova Scotia, and named the Fort Charles after Groseilliers' first post, arrived in James Bay last summer. The fur trade has brought sufficient wealth to many of the Eskimos of the Arctic so that they can buy their own motor boats. Gasoline for these craft and for the company's Arctic boats is brought in drums to the eastern Arctic each summer by the annual supply ship, the R.M.S. Nascopie. When empty, the gasoline drums prove useful for ship ping considerable quantities of whale oil refined from the blubber of white whales, most of which are caught at Pangnirtung, Baffin Island. The two company airplanes are used for inspection trips and carrying pas sengers, mail and freight. The larger of the two, which seats ten persons, covers the entire. Dominion from coast to coast and from Winnipeg to the Arctic. A year ago she made the first Arctic winter inspection trip on record and spanned thousands of miles of wilder ness without a mishap. Operation of these planes through wide stretches of barren and uninhab ited country is far different from air line flying. Navigation is entirely by ground contact and dead reckoning, since there are no radio beam signals. The only help the pilot gets from radio For the outboard motor of today's ca noe brigade the drum of gasoline is as necessary as the rolls of birch bark and can of pitch were in the old days. Hudson's Bay Company photo MAY 1941 [5] SEIeZc : i j . || j | ; `t - Drums of gasoline are carried north on the company's annual supply ship, R..M.S. "Xascopie.'' Hudson's Ba) Company photo is information on weather conditions at various points. Vinter flying in the far North is difficult. too, because of the short days and the lack of variety in the white terrain, which makes it hard for the pilot to see rough places in the surface of the snow. In addition, the planes must remain out all night in temperatures that sometimes drop to 60 degrees below zero, so that starting an engine in the morning is a job that often cakes several hours. The company's 2IS posts, scattered through frontier Canada from Labrador to the Pacific, are supplied from three depots, situated in Winnipeg, Edmonton and Montreal. From the depots go out the modern trade goods -- historic articles such as beads and snow knives for building igloos, as well as up-to-date merchandise like cosmetics and lingerie. These are exchanged for furs at the va rious posts. The Hudson's Bay Company began trading as an incorporated company in 1670, and each year's shipment of trade goods is known as an outfit. Outfit Number 1 went out in 1670, while Out fit Number 272 will be sent out this summer. J'-SfK Some fur trading posts arc on railway lines, and there goods are sold for cash as well as bartered for furs, but on the frontier, cash is rarely seen. In the Arctic, trade is carried on almost en tirely in white or Arctic foxes, so that the fox has become the unit of currency just as the beaver was in former years. Some posts use the token system. When a trapper comes in with furs, the post manager values them as worth so many units and gives a number of m tokens in exchange. If, for instance, the trapper then wants a sack of flour Worth two tokens, he passes back the two tokens to the manager. In like manner he may return one token for a pound of tea, another for a bag of sugar, and so on. This is the old method used in the days of beaver currency, when every thing was reckoned in terms of beaver skins. It is the simplest way of showing the trapper that he is getting a square deal. To train men for the specialized busi ness of fur trading and dealing with natives, an apprentice training school has been set up in the head office of the company in Winnipeg and turns out two classes a year. The young men who graduate are sent to various posts throughout Canada, where they serve for a number of years before becoming post managers. Many famous traders be gan their service as apprentices, among them R. M. Ballantyne, the Scottish author, and Lord Strathcona, who gov erned the company for 25 years. Ap prentices are taught such subjects as grading furs, cooking, carpentry and radio operation and equipment. The company Beechcraft, CF-BMI, is welcomed bp Eskimos at Bathurst Inlet in the central Arctic. Hudson's Bay Company photo - >* ETHYL NEWS - [6J ETC 31282 The extensive use of radio by the company is of great value to the Empire in the present war, as from eleven tradim; posts meteorological reports are sent daily to Toronto. Since much of the weather of the Northern Hemisphere originates in the Canadian Arctic and moves eastward to Europe, these reports, which arc closely guarded secrets, are of considerable assistance to Royal Air I ice pilots in England. The company's radio system of 81 stations also serves as a safeguard against invasion of Canada by way of some iso lated section of coast. All dwellers and travelers in the Northland are instructed to watch for strange boats or planes and JV/1Y 1941 [7 ] i Barrels of oil from the Imperial Oil Company's wells at Fort Norman go aboard the Hudson's Bay Company sternwhccler "Distributor" on the Mac kenzie River. Hudson's Bay Company photo to report any they see to the nearest ra dio station so that an alarm may be sent out. Many instances have occurred to prove the efficiency of this method of protection. For example, last summer a Hudson's Bay Company transport vessel was cruising toward James Bay via Hudson Strait. Early one evening it had to tic up in a wild, apparently uninhabited cove on the rugged shore of the strait. Next day, when the weather moderated, the ship proceeded to a trading post fifty miles farther on, where to the captain's surprise he learned that his vessel's movements had been known since the evening before. The answer. was that Eskimos, seal fishing along the shore, had reported the strange ship to the post. Another instance was that of a trad ing schooner, carrying trade goods to posts on Hudson Strait and Bay during July and August. The movements of this ship, which was painted a battleship gray, were completely reported to va rious radio equipped centers by watch ful natives. An outboard engine is filled with gaso line at the end of a portage. Hudson's Bay Company photo ETC 31283 w &3&!acY:'- Machines for Canadas Fight r { above: Army vehicles outside the Ford plant at Windsor, Ontario. right: Artillery tractors must pass pun ishing tests before they arc accepted. FAR from the danger of destruction by enemy bombers, Canada's automo tive industry is running night and day, pouring out an uninterrupted stream of tens of thousands of mechanized units for the armies of the British Empire. The Ford Motor Company of Canada, Limited, can turn out 125,000 units a year and has supplied more than 50,000 vehicles to the governments of Canada, Great Britain, South Africa, Australia, India, Malaya, and other British coun tries. Ten thousand Canadians work in the Ford plant at Windsor, Ontario, where production schedules are geared as high as 450 units daily. General Motors of Canada initiated and carried through a program of pro- The Dominion's Automotive Industry Is Geared to High Speed Production for the Purpose of Putting Hitler Out of Business. duction in which the company produced a greater number of military units in the month of November alone than they would produce commercial vehicles for domestic consumption in a normal year of 12 months. General Motors also originated the Volunteer Auxiliary Drivers' Corps, the civilian activity which to date has trained and graduated more than 3,000 young women in the elementary me chanics of motor cars and trucks. ETHYL NEWS ' [8] ETC 31284 With Sikorsky at the controls, the heli copter goes aloft on a test hop at the Stratford, Conn, airport. I Flying Machine Ascends Vertically changing the pitch of the auxiliary Vought-Sikorsky Helicopter May Fulfill Dream of Controlled rotors. The main lifting force of the VS-300 Flight at Zero Miles an Hour. helicopter is derived from the main rotor, composed of three blades of 14- foot radius. The magnitude of the lift IGOR I. SIKORSKY, famed air tically under complete control by the ing force is varied by changing the pitch of the blades of the main rotor. plane builder who is engineering man ager of United Aircraft's VoughtSikorsky Division has designed an pilot. The helicopter rose into the air with similar ease, clearly demonstrating its ability to operate successfully from Thus the main rotor provides the forces necessary for ascent, descent, hovering, or level flight, and the direc experimental helicopter which has dem areas congested except for a space not tion of flight is governed by the auxi onstrated in several hundred test flights much bigger than the diameter of the liary rotors. By using the latter to slight during recent months its ability to rise vertically and obliquely, to fly forward, main rotor--a matter of some 28 feet. The most spectacular performance ly tilt the helicopter in a certain direc tion, flight in that direction is achieved. backward and sideways, and to hover of which the machine is capable is hov A 90-horsepower aircooled engine, lo over one spot under wind conditions ering. On one test flight the helicopter cated near the center of gravity of che ranging from a dead calm to fresh gusts flew directly up to a man, hovered be helicopter, supplies the power to drive of some - J miles an hour. In its ability fore him, and finally backed off without che rotors. to hover, the machine represents fulfill touching the ground. The Vought-Sikorsky helicopter has ment of the long-awaited dream of con In earlier single-rotor helicopter three necessary flight controls; the con trolled flight at zero miles per hour. types one of the main difficulties was trol column or stick, the foot pedals, and This helicopter has been flown at for control. This problem of control has the main pitch control lever. This ar ward speeds ranging from 0 to 45 miles been solved in the Vought-Sikorsky rangement calls for none ocher than an hour. Although the fastest speeds VS-300 by a system of three small aux normal airplane flight reactions on the have been attained in forward flight, iliary rotors located at the rear of the part of che pilot. speeds up to 20 miles an hour have been fuselage -- one being in line with the A great advantage of che control sys I reached in backward and sideways centerline of the fuselage and revolving tem employed in the VS-300 helicop t flight. During these and several hun in a vertical plane, while the ocher two ter -- compared with that of the con t dred other flights the helicopter reached are at right angles to che centerline and ventional fixed-wing airplane -- is that altitudes of between 80 and 100 feet. revolve in a horizontal plane. These ele the feel and effectiveness of the controls On numerous occasions the craft was ments take the place of che ailerons, ele never vary, regardless of the attitude of flown to a landing place hemmed in on vators, and rudder of the conventional the machine, since the control surfaces all sides by obstacles. Hovering over a airplane, and the effects of the latter are always rotating at rates far in excess small cleared area, it then descended ver controls are duplicated by merely of their stalling speeds. ETHYL NEWS [1 t At 5 / Mr. Midgley was awarded the Priestly Medal for outstanding achieve ment in chemical science. Pre-Ethyl Theories of Knock Priestly Medal Winner Sought the Answer to Knockless High Com pressions in Many Places Before the Discovery of Tetraethyl Lead. THE recent award of the Priestly Medal, highest award bestowed by the American Chemical Society, to Thomas Midgley, Jr., Ethyl's vice-president, for outstanding achievement in chemical science, recalled to automotive veterans the long struggle of GM researchers to find some way to raise compressions and at the same time avoid engine knock. For several years previous to the dis covery of tetraethyl lead Mr. Midgley and his associates in that research felt that higher compressions were the most practical way to increase the fuel econ omy of automotive engines and still build a car the American public would buy. Before they found the antiknock qualities of tetraethyl lead, however, dozens of blind alleys of engineering and chemical theory were explored and abandoned. In a speech before the Mid-West Sec tion of the Society of Automotive Engi neers in 1920 Mr. Midgley, 31-year-old mechanical engineer, described past ef forts to solve the problem of what went on within an engine cylinder during combustion. The speech, excerpts from which are given below, was published in the December, 1920, issue of the SAE Journal. Some of the figures given at that time provide a quick index of the progress motor transportation has made in two short decades. "For several years past our laboratory has been conducting a research into the behavior of various fuels during com bustion," young Midgley began. "This is merely one phase of the fuel problem. We consider it a fairly important phase and have spent some time in trying to find out what happens inside the cylin der of an engine during and following the combustion period. I will review briefly some of the salient points in the fuel problem proper, which has more of an economic than an engineering na ture, although engineering must be ap plied in its solution. "Power from the internal combustion engine depends on a supply of liquid fuel. The situation is that there are some 7.000. 000 or 8,000,000 automobiles in use in the United States, and each re quires about 600 gallons of gasoline an nually. The total is something like 3.000. 000.000 gallons. The oil industry must exert every possible effort to sup ply 4,300,000,000 gallons this year. This is why there is a fuel problem. Oil men tell us that, as automotive engi neers, we ought to design efficient en gines which will deliver twice as many miles per gallon. They say that this would be equivalent to doubling the supply of fuel. They go further and tell us how we ought to build these cars. They say we ought to adopt European practice, gear accordingly and change gears every time we come to a five per cent grade. This is a good theory, but will the oil men sell such cars if we build them? I do not believe the American public would buy such a car. The true solution of this problem is to deliver to customers not only what they must have but also what they want. "This result could be accomplished if we could raise compressions, but we cannot raise compressions successfully merely by reducing the clearance vol ume because at about 100 to 110 pounds per square inch, which is really low compared to what we ought to have, the engines pound every time they are ac celerated and are unpleasant to drive. The incipient knocks such as the general .WAY 1941 [ r, ] ETC 31287 1' '1 public complains of today are not really harmful, but the heavier knocks caused by running at compressions of 125 to 130 pounds per square inch on automo bile gasoline are harmful. We have data showing that, during an hour's run on an engine under such conditions, several of the piston heads were cracked and every spark plug practically ruined. Therefore, the problem confronting the research engineer is not only to deter mine what knock is, but also how to overcome it. I will tell of the work we have done toward overcoming the knock, explaining the latest theories lit the December, 1920, issue of the SAE Journal teas printed a talk by Mr. 'Midgley, in which he described some of the results of his early research, concerning what it is and prefacing this with a review of some of the simpler relations of organic chemistry. "The engineer expresses physical re lationships, such as the power output of an engine, by curves. Such curves, how ever, serve only as a graphical represen tation of relationships. The chemist uses structural formulas to represent graph ically certain relationships which exist within the molecule of a substance.JSy these structural formulas it is possible to foretell to a certain extent the prop erties that a given material has; so, by examining the structural formula of a fuel that may never have been run in an internal combustion engine, we can predict, without actually trying the substance, what compression pressures it will withstand and how it will behave during combusrion." Mr. Midgley next described the struc tures of hydrocarbons of the paraffin, benzol, alcohol and ether series and their reaction inside a cylinder. He detailed the workings of the indicator he used, which gave an optical record of what went on when each of these paraffins was burned inside a cylinder. "Can knocking be associated with volatility?" he asked. "It cannot. It functions only within an homologous series. The ultimate composition, or the total number of carbon, hydrogen and oxygen atoms involved, was exactly the same with both ether and butyl alcohol; so, we cannot depend on ultimate com position to tell us what causes the knock. We have the same proportion in both fuels, yet one knocked and the other did not.............. "When we had completed these ex periments, there was little cause for ac cepting any of the old theories as to what knock is. We knew it was not caused by auto-ignition; or by the ulti mate composition of the fuel; or by burning ahead of the point at which ignition should occur by means of the spark plug, because it came after the spark plug fired the mixture. We knew many things that the knock was not but nothing that it is." Mr. Midgley told of an early theory, which he later found to be incorrect, that if the small transparent particles of a fuel were dyed some color to speed up heating, knock would be eliminated. Iodine had this effect but no other dyes did. In attempting to interpret the meaning of the sudden rise and fall of pressure in a knocking cylinder, Mr. Midgley said he used to think a detona tion of some sort within the charge was the cause. This he believed to be due to the formation of acetylene, an unsatur ated substance, though he never was able to isolate any such substance. "When Mr. Horning and Dr. Dickin son went oversea they met Dr. Dixon, an English physicist, who had done some remarkable research work on the explo sion of gases in mines," he continued. "Mr. Horning and Dr. Dickinson ob tained from Dr. Dixon considerable information about the explosion of these gases and they connected the results of Dr. Dixon's work with our detonation theory. Dr. Dixon had proved that these fuels themselves could be detonated without any intermediate compound. We put the acid test to this theory, and in so doing we have absolutely con vinced ourselves that it is correct. "Dr. Dixon showed several years ago that in a long tube filled with an ex plosive mixture of gas which was fired at the near end, the velocity of the flame propagation was not a constant but accelerated to a very high velocity. Translated from meters, this velocity is about one mile per second. Dr. Dixon's calculations would indicate chat the pressures on the wave front are about 100,000 pounds per square inch. ETHYL NEWS [ ] ETC 31288 "Detonation is a pressure wave travc|;ng through a gas. True detonation means that the wave travels so fast that the energy liberated by burning the fuel in the wave front cannot be dissipated. Instead, it builds up pressure Jnd adds energy to the wave front, tt-hich later hits the side of the cylinder head with a tack hammer blow. This is the knock. It does not injure the rods, because it is completed too quickly." Experimenting along this line, Mr. Midgley said he filled a glass tube with .in explosive mixture and lighted it. He found that, as the mixture started to burn, the flame was blue, became yellow about the middle and white as it ap proached the end of the tube. As long as the flame was blue there was no de tonation. Putting the same mixture in an engine and watching it through a window in the cylinder wall, he found that when the engine was cool the flame was blue and there was no knock. When the cylinder was warmer, it knocked and the flame was white. Mr. Midgley exhibited the following tables, which were made for a report during the first World War: Table 1--Fuel Studies Fuels Ethers Paraffins Olefins Naphthenes Aromatics Alcohols Disad vantages Pre-ignition None, if volatile Polymerize and stick in take valves None, if volatile Form fluffy carbon Low heating value Table 2---Energy Liberated During Detonation Fuels Ethers Paraffins Olefins Naphthenes Aromatics Alcohols Excess Energy Liberated During Detonation 1000 860 80S 780 S4S 620 "We found that the ethers were the worst knockers," he said. "The paraffins, which are the ones we must use, come next. The olefins are considerably bet ter than the paraffins, and the naph thenes are still better than the olefins. Then, in order come the aromatics and the alcohols. "The question always arises as to why anilin and iodine stop the knock. If the Young Mr. Midgley as he looked in 1920, -when he was trying to find a compound which would stop knock. detonation theory as stated thus far is accepted, I think I can tell why anilin stops the knock. We can calculate the antiknock value of anilin just as we cal culate the knocking value of fuels; but I cannot tell why iodin stops the knock. This can be illustrated by putting anilin on one wick and ethyl iodid on another wick and trying to light them. The ani lin burns easily in this way. It has about the same volatility as kerosene. We see a great amount of carbon because anilin is rich in carbon, since it is made from benzol. We observe something different in the case of ethyl iodid, though it is even more volatile than ordinary gaso line. We see that the ethyl iodid puts out the match flame. "We found that all compounds of iodin stop the knock. Even potassium iodid will do it, if dropped into the in take valve. Although ethyl iodid ex tinguishes the flame of the match, it has a perfectly definite, positive heating value. If ethyl alcohol burns, ethyl iodid should also burn; but there is something that iodin does in a catalytic way that tends to stop the hydrogen from com bining with the oxygen. What happens when we put the iodin in, or why it happens, we do not know. It prevents this detonation from occurring; it must do so because it does stop the knock." Mr. Midgley cited the case of carbon tetrachloride, which, though it has no appreciable heating value, will not pre vent knock. The reason anilin stops knock, he explained, is because of the high ratio of bonds to hydrogen atoms in the benzol molecule -- IS to six as compared with a 10 to eight ratio in the paraffin molecule. During the discussion following Mr. Midgley's talk, D. J. Arnold asked why carbon tetrachloride increases knock. "I do not know," replied Mr. Midgley. "Is it because too much carbon was added to the flame?" "No, only a breath of carbon tetra chloride was used. It could not have been more than one per cent." Replying to a query by F. C. Mock, Mr. Midgley said: "When we put in sufficient hot spots to actually vaporize and send in the gas oline as a vapor, the knock very ap preciably increased. The experience I have particularly in mind was with a Delco light plant, in which there is no distribution to fight, and which keeps down the temperatures and thus helps prevent detonation. In this connection let me refer to one point which I failed to treat properly, the effect of tempera ture on detonation; that is, temperature as compared with pressure. I am firmly of the opinion that temperature is the prime factor in speeding up these de tonations, and not compression." Explaining why gasoline knocks less than kerosene, Mr. Midgley said that gasoline, being a more volatile liquid, absorbs heat and cools itself when it evaporates. Knock, he said, could be eliminated either by a very rich or very lean mixture, although neither of these extremes would be practical for oper ation. Following this talk, Tom Midgley went back to the laboratory, the test engines and the collection of knocking fuels and knocking engines that were his tools. The months ahead were ar duous. But every theory proved wrong was one less mile to be traveled, every chemical tested was one step advanced. When the long road reached tetraethyl lead, many of the ideas and questions in this 1920 paper became obsolete, some others are still not answered. MAY 1941 [ 13 ] Glamour Girls Not Wanted To Land a Job as an Airline Stewardess a Young "Woman Must Possess the Unusual Combination of Brains, Beauty and Personality. THE job of air stewardess is generally regarded as one of the most glamorous occupations open to young women to day, but, young lady, if you are a gla mour girl of the type glorified in the Broadway columns, don't try to land a job with the airlines. They don't want glamour girls! The stewardess, aviation officials be lieve, through her close contact with passengers has an outstanding opportun ity to build good will for the line that employs her. Therefore she must be a serious minded young lady, with years of specialized training behind her, who realizes the importance of her work. She must have poise, tact and good looks. To quote Miss Hazel Brooks, chief in structress of American Airlines' stew ardess school: "The stewardess is represented as a clean cut, clear thinking young woman, adept in dealing with people, not too retiring nor too forward. She must pos sess charm, personality, evident intelli gence, clearly indicated refinement, good moral character, and the ability to wear clothes well, to speak distinctly and to use good English." A stewardess must be a graduate and registered nurse in good standing, and she must remain in good standing Eight nationalities are represented in this group. Starting with the girl directly under the flag and moving counter clockwise, they are: Agnes Spence, Irish; Joan Waltermeier, German; Ruth Delmore, American; Martha Bonnell, French; Marie Wanda, Polish; Wilfreda MacAssey, Scotch; Bernice Hotness, Norwegian; Agnes Mallory, English. Photo: American Airlines^ Inc. throughout the period of her employ ment. Again quoting Miss Brooks: ''Registered nurses are employed be cause of their medical training and ex perience, education, self discipline, per sonal attributes, devotion to duty, and experience in meeting and dealing with people." Physical specifications are as stiff as those for entrance to the United States Military Academy, and if a girl is too short or too tall for her weight, her chances of getting a job are practically zero. Five feet six inches is the height limit, with the ideal set between five feet three and five feet five inches. Weight limits arc 10 J and 120 pounds. Applicants must be between the ages of ETIiyt SEWS l 1 -- 1 i If / in ectter'ish; Del icti, reda less, i. Inc. loybeexlerand 'ith : as ites too her illy >ht ive les. ds. of VS Everett Alexander, Westmore specialist in make-up analysis, advises on the use of cosmetics. Photo: American Airlines, Inc. 21 and 26, with preference given to girls of 24, 2$ and 26, because of the added experience and poise they have attained. Girls with husbands are taboo, which explains the large turnover in steward esses--they are continually resigning to make that trip to the altar. The working hours of a stewardess though not always regular, would make the average WPA worker turn green with envy. The maximum is 110 hours a month, of which not more than forty are scheduled in any one week nor more than ten in one day. At least once in every seven days there is a 24-hour rest period. An American Airlines stewardess starts at a salary of $110 a month, which is boosted to $121 if she gets through the six months' probationary period. After a year the pay jumps to $130 and is increased by a $1 a month raise each year thereafter, until the max imum of $145 is reached. In addition, living expenses are allowed when the girls are away from their base station. An applicant, when accepted, enters the stewardess school for a course which includes intensive classroom study and several observation flights. Required reading during this time is "How to Win Friends and Influence People" by Dale Carnegie, "to further insure the proper development of personality." She must also peruse the Reader's Digest each month, as well as newspapers and general magazines, so that she will have a good knowledge of what is going on in the world. Following her training, the new stew- ardess receives her uniform and begins a course of "beauty" training. An ex pert shows her how to apply cosmetics which will best harmonize with her complexion and uniform, how to fix her hair in the way most suited to her per sonality. She is told to take good care of her hands, because they are constantly in view, and if she uses nail polish, not to use a shade darker than medium red. She may display jewelry, but spar ingly, and it must not clash with her uniform. She may not, however, wear lapel buttons, pins, colored handker chiefs or flowers, nor may she carry in her pockets articles which bulge or pro trude, such as handkerchiefs, fountain pens, pencils and notebooks. She may use perfume, if she is conservative about it. And she may not chew gum on duty! Going on duty, a stewardess reports to the Operations office an hour before her plane is scheduled to take off. She has lots to do during that hour, but one of her most important jobs is to study ad vance information on the passengers and the plan of flight. This helps her in her contacts with passengers and enables her to give out correct information on routes, weather, and so forth. A stewardess studies the passenger list and the plan of flight before going aboard her plane. Photo: American Airlines, Inc. MAY 1941 [ i5 ] ETC 31291 i I ': * w iiJ-' ""i i*i' a < fattens'.: She goes aboard the plane before it taxies over to the terminal landing ramp, where she receives her food supply from the commissary. Food taken on a plane is carefully selected to give the most nourishment with the least bulk, since it is important to limit size and weight, so a stewardess must be adept at counting calories and vitamins. When the passengers come aboard, she checks of each one, escorts him to a seat and makes sure that he fastens his safety belt. Before the take-off she, too, must sit in a seat and fasten the safety belt until the signal warning light in the front of the cabin flashes off, when she goes about her work. After checking equipment for her flight. Stewardess June Marwede sig nals that everything is in order. Photo: American Airline:, Inc. Seeing that passengers have a com fortable and enjoyable trip is the chief job of the stewardess. From the moment they board the plane until they leave it, she is charged with complete responsi bility for them. She must make periodic trips through the cabin, offering her services. The latter include taking care of hats, coats and bundles, distributing newspapers and magazines, handing out blankets and pillows to those who wish them, adjusting seats to the most com fortable position, serving meals and snacks between meals, promoting card games, pointing out places of interest along the route, furnishing cigarettes', stationery, and so forth--in short, treat ing each and every passenger as if he were a guest in her own home. Regarding conversation with passen gers, the stewardess is given the follow ing advice: Be a sincere listener. Avoid talking about yourself. Avoid argumentation. Avoid flippant or smart answers regard less of how foolish or irrelevant ques tions may be. Avoid any type of con versation which is unladylike. Avoid lengthy conversation. Present informa tions as clear and interesting a manner as possible. Allow passengers to ask questions as an indication of their in terest. Since many requests are received for stewardesses to attend public meetings and address gatherings, the girls are urged to develop their ability along this line. The most frequent special assign ments are talks before women's groups; Three steps in the career of a typical stewardess. At left, she is a mid-western farm girl; center, she is trained nurse, and at the. right, she attends class in stewardess training school. Photo: American Airlines, Inc. accompaniments of special flights, such as the movie "Gold Diggers" tour with which Miss Brooks traveled all over the country; radio talks, pictures and spe cial interviews. "To put it briefly," said Miss Brooks, "the air stewardess of today exemplifies the typical All American Girl." The Following Service Awards have been made as of May 1st, 1941 15 YEARS Sanford M. Wagner Sales, Los Angeles 10 YEARS F. L. Coleman Gasoline Testing, Kansas City Nelson Gage, Engineering, Detroit 5 YEARS Marguerite A. Ware Manufacturing, Deepwater ETHYL NEWS l i* ] ETC 31292 pical stern urse, ss in , Inc, such vith the speoks, ifies s ft In the foreground is Whiteface Castle with the footpath leading from it to the shelter house on the summit. The en trance to the elevator tunnel may be seen at the left. Highway to the Sky Whiteface Mountain, Rising Almost a Mile Above Lake Placid, Is the Only Peak in the Adirondacks Accessible to the Motorist. TOWERING above the lesser greenclad hills which surround it, Whiteface Mountain's cone-shaped dome rises ma jestically to a height of 4,872 feet above sea level. Other Adirondack peaks are higher than Whiteface, notably Mac Intyre and Marcy--the latter, with an elevation of 5,344 feet, is the highest in New York--but the others, surrounded as they are by mountains almost as lofty, do not stand out as Whiteface does. The Whiteface Memorial Highway, which is open from about May IS to about November 1 each year, depending on the weather, makes the mountain the only one. in the Adirondacks which is accessible to the motorist. Almost four years were required to blast these eight miles of road out of the gray granite of which the mountain is composed. The cost was a million and a quarter dollars. Franklin D. Roosevelt, then Gover nor of New York, turned the first shov elful of earth September 11, 1929, but actual construction didn't start until Christmas Day, 1931. President Roose velt dedicated the completed highway September 14, 1935, as a memorial to New York's World War dead. It was opened to traffic July 20, 1935, with the toll set at one dollar per person. The road begins at Wilmington, N. Y., and winds upward for eight miles through scenic grandeur unsur passed in America. The pavement is 20 feet wide with a four-foot shoulder on each side. The grade is easy all the way to the summit, averaging eight per cent and never exceeding ten per cent. Curves are wide and edges of the road are well protected throughout its length. Signs along the highway indicate the various thousand-foot levels. At the terminus of the road, 273 feet vertically from the summit, is Whiteface Castle, a Norman-type building of gray stone, in which are lounging rooms and a spacious restaurant. From there sightseers may reach the summit either by a footpath along a shoulder of the peak or by a modern electric elevator which rises in a shaft cut through the solid rock. Four hundred feet from the end of the highway a tunnel 424 feet long has been drilled into the heart of the mountain to reach this perpendicu lar shaft. The elevator finishes its ascent in the stone shelter house, built oval shaped to blend with the very tip of the mountain on which it perches. The view from this high point is breath taking. In the east the jagged chain of Vermont's Green Mountains towers over the gleeaming surface of Lake Champlain. Beyond them the White Mountains of New Hampshire, topped by 6,288-foot Mount Washing ton, are visible on clear days. Eighty miles to the north sparkles a wide ribbon of silver, the St. Lawrence, on the far bank of which are Mount Royal and the spires of Montreal. Beautiful Lake Placid lies at the foot of Whiteface, and stretching away to east and west to the MAY 1941 I 17 ] ETC 31293 i >r ii 5: i lofty distant peaks which form its boun- daries is the rolling green carpet of the Adirondack wilderness, its surface brightened by numerous shining rivers and lakes and darkened by the shadows of fleecy clouds floating in the blue sky overhead. In addition to its lavish natural en dowments, the summit of Whiteface renders valuable aid to the science of meteorology. Rensselaer Polytechnic In stitute of Troy, N. Y., and New York University operate a weather observa tory and a radio research laboratory in the shelter house. Whitefacc is the only mountain in the United States from which important research into ozone is being conducted. Observers are on duty the year 'round, even during the ice bound winter months when they are completely isolated for long periods, ex cept for radio communication. Whiteface and Mount Washington, the two important mountain weather observatories in the East, report to the Weather Bureau eight times every 24 hours. Observations are made regardless of conditions. Wind velocities of over 140 miles an hour have been recorded, and it is not uncommon during the win ter for a 100-mile-an-hour wind to be accompanied by a temperature under 30 degrees below zero. In summer the peak seems to be a magnet for fierce thunder storms, the lightning striking with such violence that it sometimes blows obser vation equipment to bits, despite the protection of heavy lightning switches. Much laboratory work has also been done in short wave radio, including tele vision, facsimile printing, and so forth. Reception in the rarefied air of the summit is excellent, foreign countries coming in like local stations. Whiteface got its name because one of its sides is scarred by an ancient land slide, started perhaps by some prehis toric thunderbolt. The exposed granite is visible for many miles. The originial Indian names were "Theanoguen," the Iroquois name for the great war chief, King Hendrik, who had a white scalp . lock in which the aborigines saw a re semblance to the white slide on the mountain, and "Wahopartenie," the Al gonquin word meaning, "It is white." iim From the end of the highway there is a fine view of Lake Placid The shelter house perches on the highest tip of the mountain. m Weather ^observers and some of the radio equipment they use. ETHYL NEWS. [ '8 1 ETC 31294 SMITH TRANSPORT LIMITED of Toronto uses a novel method of aid ing Canada's War Savings Campaign. On the sides of all the company's truck trailers have been painted traveling bill boards, composed of appropriate pic tures and words which urge the public to buy War Savings Certificates. A picture of a soldier in battle and a fanner in the field, appears on the side of one of the trailers shown here. An other picture shows a merchant ship sinking, while in the third a warship, a bombing plane and tanks going into ac tion are seen. All carry messages which give the War Savings drive a strong boost. The Smith company believes that these trailer trucks, which circulate through a territory stretching from Kitchener, Ontario, in the west to Three Rivers and Sherbrooke, Quebec, in the east, will serve as a constant re minder of Canada's war effort. Trucks Boom War Savings Billboards Painted on Sides of Trailers Urge Canadians to Buy Certificates. MAY 1941 [ 9 1 top: Tbe Airacobra, McDonough at the controls, cruises above the clouds. below: McDonough smiles from the cockpit after a dive test. Faster Than a Bullet! But Diving an Airacobra Interceptor-Pursuit Plane at the Record Speed of 620 Miles Per Hour Isn't Very Exciting, Pilot Claims. WHEN 30-year-old Andrew Charles McDonough, lieutenant in the Navy Air Corps Reserve and Eastern Air Lines pilot, climbed out of the cockpit of the Allison-powered Bell Airacobra inter ceptor-pursuit plane he tested for the Army Air Corps at Buffalo, N. Y., he didnt know he had flown 620 miles per hour, 43 miles an hour faster than any human had ever' traveled before. Even when informed that his "free" dive, made with the propeller turning just rapidly enough to keep the engine warm, had exceeded by 97 miles an hour the indicated air speed required of such planes accepted by the Army, McDonough was still given to under statement. Debunking the glamour of dive tests, he said: "As you ride along at such a speed, you don't feel any different than you did on level keel. It's a better ride than you can get in a jalopy on the ground at JO miles per hour. You don't realize ' you're going so fast until you pull out of the dive. Even then it's not so bad. When you pull out, you sit down a little hard on the seat. It's as though you sud denly sat down on the floor. Or maybe it's like being kicked by a mule, but not so sudden." McDonough doesn't see anything mi raculous about his feat, although he hurtled through space faster than a bul let. His exact speed was 909 feet a sec ond, as compared with the muzzle velocity of 802 feet per second of a .4J calibre pistol slug. "When you fly an Airacobra," he said, "you simply sit in the seat and be come part of the airplane. From there on you fly it with merely a wrist move ment on the stick. It's one airplane you can't 'herd' when you fly." His experience in testing high speed planes for the Navy, augmented by his tests for the Army on the Airacobra, has convinced him that the ideal weight of an interceptor-pursuit pilot is from 140 to 160 pounds. "Fifty pounds makes a big difference in the performance of a high speed plane," he said. "With a lighter load a plane will turn on a sharper radius be fore it falls off into a spin. I have ob served this often in the Navy. I found I could turn inside the radius of the flight path of planes flown by heavier men. This, of course, is a decided ad vantage." McDonough weighs only 139 pounds stripped and is about five feet nine inches tall. Before going up for his record-break ing dive, he spent four days getting ac quainted with his ship and feeling it out in test flights. Then, on January 8, bundled in his leather flying suit, he climbed into the cockpit, checked his instruments and roared across the field into the air. The day was clear with an unlimited ceiling of blue sky. At 14,000 feet he put on his oxygen mask and began cir cling toward the northeast. When he lieutenant Andrew C. McDonough, the man who flew a Bell Airacobra 620 miles per hour. ETHYL NEWS [ 20 ] etc 31296 f 1 the reached 27,000 feet he was 15 miles from the field, but the air was so free bridge and flew in the President's Pa rade the following summer. the of water vapor that he easily spotted Niagara Falls 25 miles to the north west. The thermometer at this height His reputation for dive bombing and precision flying earned him a transfer to Pensacola as an instructor in August eed registered 33 degrees below zero. his McDonough phoned the ground crew has and told them he would dive from west 1938. Receiving his rank of lieutenant, junior grade, July 1, 1939, he obtained his discharge from active duty Septem * i of to east. Then he reached behind his head 40 and turned a switch in a box which con tained a movie camera focused, on the ber 21, 1939, and joined Eastern Air Lines October 9 of the same year. Through one of McDonough's Pensa ice faces of the altimeter, air speed indi cola classmates, Robert Stanley, a Bell led cator, clock and thermometer. He ad Aircraft Corporation engineer who has i a justed the controls, set for a level flight, done much work on the Airacobra, the le- to dive. Bell company learned of McDonough's >b- His eyes on the air speed indicator, he skill as a test pilot. Stanley suggested nd watched the hand move along, until it that McDonough would be an ideal man he passed the 450 mark. At that speed he The record smashing pilot seems happy to test the Airacobra for the Army. ier could no longer bale out if anything to be back on his regular job at the con McDonough prefers commercial to d- went wrong. At 450 miles an hour air trols of an Eastern Air Lines transport military flying, finding it less fatiguing has the same consistency as water, and plane. Acme Photo even though the flying hours are longer. ds if a pilot stuck his head out of the "Air line flying is a thousand percent ne cockpit of a plane moving that fast, the the way down, McDonough reported. more accurate than military flying," he effect would be as devastating as if he The previous speed mark was 575 said. "When I came with Eastern I saw, k- hit water at the same speed. The fastest miles an hour, set by H. Lloyd Child, for the first time, flying done exactly as c- clip at which a pilot has ever gone over Curtiss-Wright chief test pilot, diving it should be done, in all kinds of weather ,ut the side and lived is 225 miles an hour, with a now obsolete Curtiss Hawk 75 over a 300-foot ceiling." 8 and that pilot went to the hospital for scheduled for delivery to the French he lis a long stretch. At 8,500 feet McDonough began to Army. McDonough wouldn't commit him High-Flying Photography Id pull out of the dive. Leveled off at self on the maximum possible speed for About 3600 square miles may be pho 5,000, he called the field and told them a plane in a test dive. "There is a theory tographed on a single airplane flight ed the dive was completed and he was that as the plane approaches the speed with a new wide-angle mapping camera he coming in to land. He didn't realize he of sound, which is around 750 miles an used in a new photographic air corps r- had set a record. hour, the center of lift and the center plane flying at four miles altitude. Army he "It was merely a routine flight and we of gravity automatically shift forward, photographers snap 36 square miles of weren't trying for any record," he ex which gives the plane a sudden rotary terrain with a single exposure. The plained. "When I landed a doctor movement capable of shearing off the camera magazine carries sufficient film checked me over thoroughly but found wings immediately," he said. "That's the for 249 such pictures. nothing wrong, except that I was dead theory at the present time, but in avi Pilot, navigator and camera man tired from, the strain and pressure. Some ation we have to discard so many old communicate by throat mikes which s pilots after such dives develop a condi theories that I wouldn't bet too much pick up the vibrations of the larynx and tion similar to the bends that affect on it." do not interfere with breathing the ex divers working under water. The record holder is a comparative tra supply of oxygen required at high "Then mechanics checked over the newcomer to the flying game, gradu altitude. Airacobra for skin wrinkles or evidences ating from the Navy's school at Pensa Oxygen cylinders are racked to the of strain, while technicians checked the cola, Fla., December 23, 1936. His first walls, complete with rubber tubes, and film for airspeed, temperature and pres assignment to fleet duty was with the the cabin is electrically heated so that sure recordings. So, you see, it was some aircraft carrier Lexington, and after a the crew may operate at 25,000 feet in time before I learned a record had been year he was transferred to the aircraft ordinary clothing, although the outside set." carrier Ranger. During this period of temperature is sub-zero. Resulting pho The dive was performed with a pro service he made two cruises to the Ha tographs on plain and color film, viewed duction ship carrying full military load, waiian Islands and out past Midway through a stereoscope, produce relief which includes a 37-millimeter cannon, Island, and participated in the goodwill maps of the terrain. Even the tracks two .30 and two .50 calibre machine tour to Lima, Peru. He took part in the of motor vehicles crossing a field are guns. The ship was steady as a rock all dedication of the new San Francisco Bay revealed. MAY 1941 [ ] ETC 31297 Growth of Automotive Service Industry Pictured ! s In 4 8-foot Mural 4 |T ft A STRIKING feature of the ser vice department of the Illinois Auto Electric Company of Chicago is a 48foot mural which depicts the develop ment of the automotive service indus try from the blacksmith *shop to the modern specialized and scientifically equipped station. The mural is the work of a Chicago artist and has received widespread publicity. The inscription, in five panels, reads as follows: IN THE SHADOW OF THE BLACKSMITH SHOP BOTH MOTOR CAR AND MOTOR CAR SERVICE WERE BORN. HANDICAPPED BY LACK OF PROPER TOOLS AND INFORMA TION BUT CONFIDENT IN THEIR VISION OF THE FUTURE, THESE PIONEER STATIONS BECAME THE FOUNDATIONS OF A GREAT SERVICE INDUSTRY AND PLAYED A VTTAL PART IN THE DEVELOPMENT OF AUTOMOTIVE TRANSPORTATION . . . FROM THESE HUMBLE BEGINNINGS, IMPELLED BY THE STEADILY GROWING DEMAND FOR SER VICE, GREW A NETWORK OF STATIONS REACHING INTO EVERY COMMUNITY. ENRICHED BY EXPERIENCE GATHERED AT FIRST HAND AND UNDER ALL OPER ATING CONDITIONS, THEY ACTED AS A GIANT LABORATORY, PIONEERING MANY REFINEMENTS IN MOTORING SAFETY AND COMFORT NOW STANDARD EQUIPMENT ... UP THE LONG ROAD FROM ITS ADVENTUROUS BEGINNING TO THE MODERN STATION, SPECIALIZED AUTOMOTIVE SERVICE HAS COME. SCIENCE HAS POINTED THE WAY. ACCURACY AND KNOWLEDGE HAVE REPLACED GUESSWORK. TODAY, TRAINED MECHANICS AIDED BY SCIENTIFIC DEVICES ASSURE THE CAR OWNER THE MAXIMUM PERFORMANCE, SPEED AND ECONOMY HIS MOTOR ALLOWS. This Month's Cover THE Battle of New Orleans, final encounter of the 'War of 1812, was fought January 8, 1815, when Ameri can forces under Major-General An drew Jackson defeated a much larger army of invaders under Major-General Sir Edward Pakenhain. The abdication of Napoleon in April, 1814, freed thousands of British troops for service in America. Accordingly, an army of 10,000 veterans was sent over in 50 ships, the advance guard arriving December 23, 1814. Jackson was taken completely by surprise, but he attacked with such vigor on December 24 that the enemy decided to wait for the ar rival of the main army and the artillery before launching an offensive. That gave Jackson time to erect fortifica tions and bring up reenforcements. The enemy made a direct attack Jan uary 8 on the strong American position at Chalmette, near the Mississippi River. It failed disastrously, the enemy losing 2,000 mn,. including Pakenham and Major-General Sir Samuel Gibbs who led their troops into action, out of an attacking force of about 9,000. Ameri can losses numbered only 71 out of an army of 4,000. An attack by the invaders on the west bank of the river was successful, but Major-General John Lambert, Pakenham's successor, was unwilling to take the responsibility for further fighting and called off his troops. The expedition was abandoned and the defeated army embarked for home. The Battle of New Orleans had no bearing on the outcome of the War of 1812, as a peace treaty had been signed at Ghent in Belgium 15 days before it was fought. News of the treaty and of the battle arrived in Washington almost at the same time. ETHYL YEWS [ ** ] ETC 31298 L ^jr-C-, "i. :/ '". 'li.'.v! ?'- '''v ;v .;T~" J \R A>JS VI SE *- Y. <Y T -NT D V1 - 'v;?'r-v?. * '' jKr .. - Through a denseforest Whiteface Memorial Highway winds up thenorthwestslope ofthepeak. [Story on page 17] ETC 31299 1 (A story of day-to-day progress in automotive research ) There'S no meter on her "cab," but she has plenty of regular customers. She is on call for trips to school, store, station and a dozen other places. Her children and her neighbors and their children are her "fares." She drives more miles than her husband--for the "taxi service" of the American house wife is a large part of her life. Since women spend so much of their time behind the wheels of auto mobiles, they exert a strong influence upon trends in automotive design. En gineers strive not only to make cars more powerful and reliable, but to make them more beautiful, more com fortable, easier to drive. One has only to compare the present-day automobile with the car of ten years ago to realize theamazingprogress thathas beenmade But what of the next ten years? The engineers of the automotive and petro leum industries look forward to even greater progress than we have seen in the past decade. Progress will be accel erated because the technical men of both industries realize that the prob lems of engine, engine parts and fuel improvements are inseparable and that they must be solved by cooperative re search effort. To the solution of these problems Ethyl is providing both product and service. Our product, anti-knock fluid containing tetraethyl lead, is used by oil refiners to raisetheanti-knock quality (octane number) of ga'soline. Ethyl's research workers are cooperating with automotive engineers in steps to take advantage of better fuel. Our research labora tories in Detroit and San Bernardino are helping to coordinate lines of re search engaged in by the technical men of both industries. And our field engi neers are offering to commercial users offuels and engines the practical appli cation of the data we have developed. The public benefits by every improve ment in automobiles, trucks, buses, tractors and airplanes. Thus we believe that by making our service available to the executives and technologists of the automotive and petroleum industries we are'serving "everybody." ETHYL GASOLINE CORPORATION fcjChrjiUr Bldg., JVewTori, X. .7 ETC 31300 ime AQ&l > r ETC 31301 A unit ofthe Armored Force rumbles along a southern highway in training maneuvers. Photo by U. S. Army Signal Corps [See page 4] ETC 31302 Counselors of Despair Ethyl Gasoline Corporation Chrysler Building, New York City W. CARY HARRIS Editor FRANCIS V. V. ADRIANCE RUSSELL B. WESTON Associate Editors Correspondents SALES DEPT. G. Rosser Atlanta F. S. Cronin Baltimore B. R. Jones Boston A. B. Wyrick Chicago S. T. Pruitt Dayton D. S. Flynn Kansas City R. L. Goltz New York M. P. Murdock Los Angeles C. F. Naylor Seattle L. L. Huxtable Tulsa MFC. DEPT. L. Barnum Baton Rouge C. Wasserman Deepwater E. J. Nieser. Administration Dr. Beatty Chemical Research E. L. Barringer Detroit J. C. Pope Gasoline Testing WHEN a famous aviator recently acknowledged himself to be an advocate of the "it can't be done" philosophy, it made us wonder how it was that the years had seemingly so changed his character. Fourteen years ago, when this same aviator believed he could fly over thousands of miles of wild ocean in a tiny plane powered with what would now be considered a puny engine, he was bombarded with advice by disciples of the "it can't be done" school. It was an impossible feat to fly non stop from New York to Paris. It had never been done before. He was committing suicide. But the young man refused to listen to the counselors of despair. He believed he could fly the Atlantic. And he did. Abraham Lincoln went to the White House with swarms of "it can't be done" advisers yapping at his heels. Why should he take on his shoulders the responsibility of trying to prevent secession? Hadn't his predecessor, James Buchanan, admitted the right of states to secede? Weren't a large number of people in the North strongly in favor of secession rather than war? And even if he, an uncouth back woodsman from Illinois, went against the advice of more polished and supposedly wiser men, how could he hope, with a divided North, to defeat the united South, in whose armies were the finest fighting men in America? Lincoln, however, went through those dark years, never once wavering in his belief that the Union must and would be preserved. Was any outlook ever blacker than that of George Washington during that long, cold winter at Valley Forge? How could he hope to win a war against a mighty empire with his ragged, miserable, poorly equipped little army, the ranks of which were constantly being thinned by wholesale desertions? If he negotiated with the enemy and offered to surrender, he could probably arrange a peace that would allow him to return to his rolling acres in Virginia without loss of his personal fortune. Wouldn't that be the better way in view of the overwhelming odds against him? George Washington didn't think so. The word "can't" wasn't in his vocabulary. Almost two thousand years ago, in a place called Gethsemane, a carpenter of Nazareth made a decision that was to change the lives of countless millions. In his ears rang the voice of temptation, crying, "All is lost! Even your chosen disciples are deserting you. There's an easy path to safety on the other side of the hill. Flee along it and save yourself from a horrible death." Instead, the Nazarene chose Golgotha and Calvary, and the cause that was lost became a religion that reached to every corner of the earth. The counselors of despair are numerous. Almost every day of our lives they tell us we can't do this or we can't do that. But the founders of the Christian religion and of the United States of America never listened to them. Neither did anyone else who has ever accomplished anything worth while. CONTENTS OF THIS ISSUE The material in this publication may be reprinted provided due credit is given the *'Ethyl News" or Ethyl Gasoline Corpo ration unless it is a copyrighted article. Counselors of Despair This Month's Cover Our Army Learns Mechanized Warfare Boom at Allison Plant Service Awards Ethyl on Parade Save the Pedestrian! Farm Editors View Defense Projects JUNE 1941 Prizes for the Big Ones Ride Him, Cowboy! J. VOLUME 8, NUMBER 6 He Bought a Railroad for $301 Cash! Our American Visitors ETC 31303 Tanks concentrate tracer fire on a target at night. Photo by U. S. Army Signal Corps Our Army Learns Mechanized Warfare Uncle Sam's Soldiers Receive Specialized Training in the Armored Force School at Fort Knox, Ky. DEFENSE! All America-has bristled at the word, but few of us realize the size of the job which has been placed upon our army. This word defense covers a myriad things to be done and places on the army's shoulders a man sized job. But as usual the army has tackled the problem in an aggressive and capable manner. It has planned its job, organized its methods of attack on all problems, and pitched into the work in business-like fashion. Let us consider just one integral part of specialized soldier training, the Ar mored Force School at Fort Knox, Ky. Mechanized warfare has changed many things about military organiza tion. Just as high compressioning has dictated motor design, so mechanization has been the watchword of recent mil itary development. The size, the power, the speed, and the organization of a modern army is quite a different thing than we knew or thought of 21 years ago. Consider the organization of the Armored Force. Imagine 60 freight trains of 22 cars each, filled to capacity with tanks, scout cars, armored trucks, motorcycles, airplanes, half tracks, pis tols, rifles, cannon, machine guns, artil lery, assault boats, power shovels, radio, telegraph and telephone equipment, medical supplies and bridge building equipment. Picture.this and you have a good idea of a single division. Today our Armored Force, under the com mand of General Adna R. Chaffee at Fort Knox, Ky., has two of these divi sions in its First Armored Corps, one located at Fort Knox and the other at Fort Benning, Ga. This great galaxy of power operates on SO octane gasoline. During the com ing fiscal year the division at Fort Knox will use close to 4,000,000 gallons of gasoline, burning 112,000 gallons on a normal day's march. The entire Ar mored Force will use approximately 25,000,000 gallons during the coming year. Knowing the power content of each gallon, try to visualize the de veloped power of this fighting army, and then mentally assume the job of training the man-power needed to oper ate such an outfit. The Armored Division at Fort Knox has 9,500 men who operate this highly geared power monster. They must force it across any terrain at terrific speed and keep it moving against all obstacles. In a few short months Colonel S. G. Henry and his staff have built up a training school for the men who have undertaken to handle this job. On wooded, undeveloped land in Kentucky they have created a military training organization which went into gear in November with an enrollment of 1695 enlisted men and 216 officers. A physical plant had first to be erected. They have put up 26 school buildings, an adminis tration building, a power plant, 30 bar racks, and five mess halls. All buildings had to be equipped not only for the needs of ordinary life, but also for com plete and effective training in all phases of Armored Force military operations. Much equipment had to be obtained, all types of building construction work done and the entire project completed within a matter of weeks. In the course of instruction so many subjects must be dealt with and so many different specialists trained that the en tire school has been divided into eight departments, each department handling the complete teaching of its related sub jects. Various courses, designed for training men in the specialized work of the army, have been set up, and in com pleting them the time spent in any one department will vary. No man is placed in the Armored Force School who is not already a good soldier and has not received full general basic military training. At the comple tion of his course he is then a trained specialist in some one department of the Armored Force. Generally the school courses require three months for com pletion, though some courses are shorter. The school was originally designed for a total capacity of 2,000 enlisted men and 225 officer students, but later it was decided to double this capacity by ETHYL NEWS r4] ETC 31304 irget worps b of per- -nox jhly orce and . G. Pa lave On cky ling * in 69S ical ave tis>arngs the *mises ns. ed, Drk ced ny ny :n;ht nS ib:or of li ne ed od al eid be ol or -*n it V- operating with two groups of instruc tors and running two complete school sessions per day. As in the past, Ethyl is taking its part in assisting the Armored Force School, and the company's Kentucky represen tative has held a number of meetings with the wheeled vehicle department. Ethyl films such as "What Is Good Gasoline?" and "What Is Good Tune Up?" are shown at various stages of the carburetion, ignition, and tune up work and two clinic dynamometers have been installed in the school buildings. All courses are complete in practical and shop training as well as in the lecture work necessary for equipping each man with a thorough Jp^yledge of his own specialized worlji^T^^ The Following Service Awards have been made as of June 1st, 1941 The ordinary auto would need one or more wrecking trucks to rescue it from such a spot. But this armored car will get out under its own power. Photo by U. S. Army Signal Corps 15 YEARS Elmer R. Chellborg Administration Frank R. Elliott Sales, Los Angeles John H. Schaefer Manufacturing, New York 10 YEARS Robert F. Cleveland Sales, New York General Allie C. Grady Administration Madge Lofthouse Gasoline Testing, Yonkers Herbert R. Neal Chemical Research, Detroit When streams are deep, Armored Force Engineers build ferries to take the tanks across. Photo by V. S. Army Signal Corps JUNE 1941 [5] 5 YEARS Robert C. Burns Administration Thomas H. Tennent Sales, Atlanta ETC 31305 i ) I A humorous sign in Cleveland's Public Square was especially effective in en couraging pedestrians to be alert. ) Courteiy Police Dept., Cleveland, O., and AAA Save the Pedestrian! Motorists and Persons on Foot Must Join in a Plan for Cooperative Street Use if High Death Toll is to be Reduced. by Burton W. Marsh Director, Safety end Traffic Engineering Dept., American Automobile Allocation. WALKING slowly along the side walk, an elderly lady reached a midblock alley. Vision obscured by a build ing, she did not see a car being driven out of the alley until it was almost on top of her. A passerby held out his arm to prevent an accident. The motorist, not stopping to give her the right-ofway which was her due, drove across the sidewalk. A neighbor who doesn't drive fre quently rides downtown with me. He leaned out of the car window one morn ing to cuss out a pedestrian who had suddenly stepped from behind a truck, causing me to jam on my brakes and swerve the car to the middle of the street. But after I dropped my neighbor across from his office, I saw him run into the street against a red traffic light and just miss being hit by a car. Backing her car into a curb parking space, a woman driver had to stop sud denly. A'woman pedestrian, who had crossed the street in the middle of the block, had stepped in back of the car. The driver's ire arose and she spoke sharply to the woman afoot about the near-accident. In defense the pedestrian said to me: "That driver had a lot of nerve talk ing like that." I said, "But lots of pedestrians are hurt or killed because they cross in the middle of the block." If we are to see marked reduction in the unnecessarily high death toll involv ing pedestrians -- some 12,600 killed and 270,000 injured last year -- motor ists and pedestrians must join in a sen sible plan for cooperative street use. In the average city two-thirds of 3II persons killed were pedestrians while in some cities all traffic fatalities involved pedestrians. Nearly one-half of those injured in cities were pedestrians, and for the country as a whole two out of five persons killed were afoot. Worse yet, the high ratios in many cities and states have been increasing. For centuries the man-on-foot has been master of the highway. Even to day, except where specific statutes have been enacted to protect and restrict his movements, the pedestrian uses the roadway by right; the motor vehicle uses it by privilege. But right or privi lege, it's a pattern for cooperative street use that's the big need. To determine what this cooperative plan should be, and to learn how, when, where, ^nd why pedestrians were so fre quently involved in traffic accidents, the American Automobile Association con ducted a three-year nationwide study. Key facts of interest to every motorist and pedestrian revealed are: 1- Grandpa, aged 10 or over, is the vic tim in the majority of pedestrian fatalities. Though he so frequently cautions little Johnnie about crossing the street, he is five times as likely to be killed in a traffic accident. 2- Seven out of 10 pedestrians killed are male. 3-- It is mainly a case of "death after dark," with several studies showing three-quarters of the pedestrian fa talities in hours of darkness. 4-- Ignorant of the problems and limita tions of the man at the wheel are non drivers, to which class belong nine out o'f ten persons killed. J-Spotting fatalities by locations of residence of pedestrians involved has indicated that certain groups have unusually high numbers of pedestrian fatalities. These are generally groups like the foreign-born, non-English speaking, low-income, and those poorly endowed mentally. 6- Crossing away from intersections ac counts for a majority of adult fatal ities. 7- Two out of five pedestrians killed had been drinking substantial amounts of alcoholic beverages, ac cording to studies by the Chief Medi cal Examiner of New York City, and the Coroner of Cuyahoga County, Ohio (Cleveland area). 8- In comparison with that of the elder ly, the pedestrian fatality rate for children of school age is not high. However, their injury rate in traffic ETHYL NEWS [] ETC 31306 blic en- \AA tiie icle ivieet ive en, rethe in s ist 1C- ian tiy ng to led ter ng nne of as ve in ps sh se I- :d al d >r 1. .c S One more step will bring this pedestrian into a position of serious danger. Courtesy American Automobile Association is the highest of all age-groups in the data studied. Moreover, traffic crashes in 1938 caused one-third more deaths to youngsters aged five to fourteen in the United States than did diphtheria, infantile paralysis, scarlet fever, whooping cough and measles combined. 9-While roughly one out of four non pedestrian accidents involves injury, almost every pedestrian crash in volves injury. Why do pedestrians have these troub les? What is wrong with those groups which stand out with undue prominence in the toll? To what extent has society failed to provide proper environmental conditions? An attempt to answer such questions leads to the following state ments: 1-Middle-aged and older persons formed their walking habits and their traffic attitudes before there was any con siderable automobile traffic problem. They are often unwilling to face the need for readjustments. 2-Ignorance by a great majority of pedestrians as to their relative in visibility on the highway at night is probably the greatest single cause of night-time pedestrian fatalities. Over and over again in a special case history study of 1,719 fatal accidents the driver asserted that he didn't see the pedestrian at all, or didn't see him soon enough. 3-Believed to be of considerable im portance are the less keen vision (especially night vision) and hear ing, less agile pace, and lowered alert ness and resistance of persons of ad vanced years. 4-Studies indicate clearly the frequency of unsound walking practices on the part of pedestrians. 5-One major reason why pedestrians have trouble today is that street and traffic facilities have not been proper ly designed for them. For example, in Bethesda, Maryland, there is a road way in an active little business dis trict which has a width of 90 feet from curb to curb, with no raised isle of refuge for pedestrians. It 'takes some elderly folks, and some mothers with baby carriages or small children, one-half minute to walk across that roadway. Even at 2 5 miles an hour, a vehicle goes 1,100 feet in that time. 6-Behind it all, major reasons for exist ing pedestrian ills are the lack of es sential local facts and lack of proper analysis and use of such data. It isn't going too far to say that most com munities haven't known what their pedestrian problems were and so haven't done much about them. However, during recent months, the pedestrian, who was "the forgotten man" in traffic for many years, has be- gun to receive more of the attention that his numbers and importance war rant. Many cities and states have insti tuted programs of traffic engineering, enforcement and education to stay the hand of the Grim Reaper on their streets and highways. Last year, all 48 states and 43 J cities entered the second Na tional Pedestrian Protection Contest sponsored by the American Automobile Association. Again in 1941, hundreds of cities are competing for annual AAA awards given for the best improvements in record, for most effective education al and engineering activities, and for the development of new and unusual ways of dealing with the pedestrian problem. In its 96-page manual, "Pedestrian Protection," the American Automobile Association has proposed the general adoption by motorists and pedestrians of a cooperative plan of street use to adjust existing conflicts between ve hicles and pedestrians. This plan recog nizes that: (1) at certain places on the street or highway, and under certain conditions, it is in the public interest to grant a preferred status to pedes trians; and (2) at other places, and un der other conditions, it is equally in the public interest to grant a preferred status to vehicle drivers. An individual's personal adoption of the fair, sensible rules implementing this plan, both as a motorist and pedestrian, will not only safeguard him, but will enable him to make a definite contribu tion toward better traffic conditions. JlINE 1941 [7] ETC 31307 : "J i Prizes for the Big Ones George Ruppert Sponsors Another Contest for 12 Classes of Atlantic Salt Water Fish, with 49 Cash Awards Totalling $6100. THERE is good news for all Easteqi fishermen in the announcement from George Ruppert, the New York sports man, that he is sponsoring a 1941 con test for 12 classes of Atlantic coast salt water fish, with 49 cash prizes totalling $6100. This is the second such contest Mr. Ruppert has conducted. The first, held last year, was highly successful and at tracted a deluge of entries of magnifi cent fish caught all the way from Maine to Florida. The contest is open to every body, with no entry fees and no other expenses of any kind. The classes of fish eligible for the three cash prizes in each class are blackfish, bluefish, channel bass, codfish, fluke, sailfish, sea bass, striped bass, tar pon, tuna, weakfish and white marlin. In eight of the classes the three prizes are $250, $100 and $50. In the other George Ruppert exhibits a 150-pound tarpon he caught. ETHYL NEWS [8] four they ire $100, $50, and $2$. In each class, if the first prize fish is caught from a charter or open party boat, the captain or guide will be awarded $100. And as a grand prize, the angler performing the outstanding fish ing achievement of the year will be given his choice of an automobile or a motorboat. Last year the grand prize was won by Dr. John B. Vemaglia, of Medford, Mass., for bringing the tuna record to the United States for the first time with a monstrous tuna of 927 pounds caught in Ipswich Bay, Mass. Last year's George Ruppert Fishing Contest was replete with drama and thrills. One man jumped overboard and captured a sailfish which had shaken loose from the hook of a woman angler. Two boys caught a large swordfish by lassoing it in the surf. Two others brought in from the surf a 201-pound louvar, a species of fish never before seen in the Western Hemisphere. The rules for the 1941 Ruppert Con test are practically the same as those for last year, except that the territory has been extended a little and now runs from the northern boundary of Maine to Key West and up the West Florida coast to Pensacola. All fish must be caught on rod and reel without assis tance except that the captain or member of the crew may hold the leader (which shall not be more than II feet) while the fish is being gaffed or boated. A broken rod or line disqualifies the angler. Fish must be weighed on tested scales in the presence of two witnesses other than the boat captain or crew, before a notary public, or at a regularly designated weighing station. All entries must be mailed within 1S Fishermen cast their lines far out into the surf. Courtesy of Field end Stream magazine days of the capture of a fish and should be accompanied by a letter giving de tails of the capture and, if possible, a photograph of the fish and angler. For a boat captain or guide to be eligible for the "Boat Captain -- Guide Prize" the prize-winning fish must have been caught from aboard his boat in his pres ence. In case of tie, duplicate prizes will be given. A distinguished board of judges, whose decisions are final, has been ap pointed for the 1941 contest, which ex tends from January 1 to December 31. They are: Chairman, Fred Fletcher, out door editor, New York Daily News; Capt. E. V. Rickenbacker, president, Eastern Air Lines, Inc., well-known avi ator and sportsman; Lou Gehrig, wellknown athlete and sportsman; Jack Brawley, Angler and Hunter editor. New York Journal-American; Erl Ro man, fishing editor, the Miami Herald; Thomas Aitken, prominent Miami ang ling authority; Jim Hurley, fishing edi tor, New York Daily Mirror, and J. Hammond Brown, president, Outdoor Writers of America, and outdoor editor, Baltimore News-Post. Entry blanks may be secured by writ ing to George Ruppert, 219 East 92nd Street, New York, N. Y., or through the editors of Ethyl News. JVKE 1941 [9 3 The board of directors goes for a ride in The Presidential Special. President Rawlings is sitting beside the hand brake. Martin Sheridan Feature-Fotos He Bought a Railroad for $ 3 01 Cash! On Roy Rawlings' Road the Engineer Often Stops the Train to Chase Cows Off the Track or to Pick Blueberries. by Martin Sheridan Boston Herald Feature Writer THIS is the story of a man and one of the most unusual railroads in the United States. Roy Rawlings, former Speaker of the Rhode Island House of Representatives, is the man and the Wood River Branch Railroad Company is the unique "Toonerville" line, which guarantees every passenger a seat on the observation platform. Ever since its founding in 1872, the road has had a shaky existence. It was even scheduled to fold several times, but something always turned up. Flood waters washed out most of the track on two occasions. Last year, the New York, New Haven and Hartford Rail road was ready to fold it up after operat ing the branch line at a deficit for some 60-odd years. Roy Rawlings' grain business, the line's principal patron, would be ruined, so he asked the New Haven people how much they wanted for the road. "$301," was the reply. The Federal Court approved the deal, so Mr. Rawlings dug down deep in his pockets and paid $300 cash for 336 out of 600 outstanding shares. (Seventy- five of them have been missing for years.) Then he paid an additional $1 for the title to a pile of greenish bonds with a face value of $56,500, on which no interest had been paid for 17 years. "That payment made me the owner and president of a railroad 5.624 miles long with .712 miles of siding," Iowaborn Mr. Rawlings enumerated. "Our only rolling stock consists of a gasoline engine leased from the New Haven road and an old caboose, which is all our own." The caboose, a sight to see, is a faded red job. It was a recent victim in a slight accident at a grade crossing and a car penter was hired to build a new set of steps for $6. "The Wood River Branch Railroad used to have passenger, mail, freight and express service," the president of the line pointed out. "It used to run so deep into the red that I had all the present equipment painted that color just as a reminder." This tiny railroad operates four round trips a week (more or less) between its home base, Hope Valley, and Wood River Junction, leaving about 11 a.m. on Monday, Wednesday, Thursday and Friday. The single train is number "1872" after the date of its founding. Before leaving, engineer Rear Schofield telephones the station-master at the other end of the line to make certain that there is something to cart back. There can be no wasted runs, according to this road's policy. The writer was presented with a pass marked "educational" by the president one morning. Before leaving the "sta tion," the engineer explained that the 20-ton gasoline engine had six cylinders producing 150 horsepower. There are four speeds, forward or reverse. We pulled out at exactly 10:45 and rolled noisily along the wavy track at 12 miles an hour for three minutes when Scho field stopped the train. "I'll be back in a minute," he said. "Jimmy Allen's danged cow is on the tracks again." That was nothing. The engineer said that on busy mornings he had to shoo horses from the rails, besides chickens and sheep and an occasional lazy dog. Once more we started up. This time we covered three miles, when young Mr. Schofield again pressed the brake lever. "Come on down by the brook," he Engineer Schofield acts as baggage mas ter and freight handler. Martin Sheridan Feature-Fotos ETHYL NEWS [] ETC 31310 ride lent and otoi urn. and tber ng. ield the :ain ck. ing aass ent ;tathe lers are We led iles ,10- iid. che aid 100 3ns 3gwe fr. er. he S called out, "and I'll show you some of the longest fat-trout in the state." We watched the fish for a few min utes, picked some blueberries growing between the tracks and swung aboard the engine once more. Upon arriving in Wood River Junction, the engineer backed the train onto a siding, ran into the railroad office and came out with a handful of bills of lading. Then he uncoupled three freight cars from a steam train, coupled them onto his engine and off we went on the re turn journey, making a non-stop trip back in 23 minutes. Eighteen miles an hour is top speed, mind you. En route, the engineer pointed out the four culverts, four unprotected grade crossings and the single bridge "belonging" to the road. The informal spirit of the Wood River Branch Rail road is quite different from the re strained and quiet atmosphere of a "grown-up" passenger train. You can sing, whistle, or yodel to your heart's content, or you can merely drink in the beauties of nature as you bounce along at an easy pace. The line, which operates for the con venience of farmers scattered about South County, carries some 10,000 tons of freight annually for its 40 customers. The first directors' meeting under the new ownership was held not long ago. True, there was a deficit of $250 on the books for the fiscal year, but President Rawlings told the gathering that this was a reduction of $1,000. from the previous year's losses. This year's meeting was featured by the addition of a new piece of rolling stock--"The Presidential Special." The tiny car built by engineer Schofield and Mr. Rawlings' son, Rob Roy, is an open air affair of three seats painted bright red. It is not unlike a roller coaster car and has no springs. The floor is only six inches above the tracks and a long hand brake is set in the middle. The engineer invariably places it in front of the loco motive to protect more valuable rolling stock in case of an accident and to keep the smoke from the passengers' eyes. The directors took their places on the observation platform and were pushed on an inspection tour of the road's prop erties. After the ride, they had a picnic lunch by the brook. President Rawlings confided that on some days he quits the office early, has the presidential coach hitched to the locomotive, and goes fishing. He added that an open air ride on a hot day comes in pretty handy., This ancient smoking car serves as office and crew headquarters. Water tower at right also belongs to the railroad. Martin Sheridan Feaiure-Fotos Mr. Rawlings' son, Rob Roy, a stu dent at Rhode Island State College, is now receiving instruction in operating the gasoline locomotive. With the aid of his father, he built a miniature model of the entire line. There are very few young men in this country who can look over a model railroad, then go out and actually ride over the real thing. Reat Schofield, an employe in the grain business, also acts as chief en gineer, track walker, brakeman, bag gage man, conductor and general agent for the Wood River Branch Railroad. The writer unearthed a payroll dating back to July 7, 1899, and listing eight employees receiving weekly salaries totalling $76.38. The superintendent of the line then received $14.68 a week, while the station agent--his brother-- was paid $4.51. Conductor Frank A. Thompson was paid a daily rate of $2, while the hard working brakeman re ceived $1.40. The engineer's salary was $2.18 and the fireman got $1.41 each day. One man, who doubled as section hand and assistant engineer, received $1.40 a day. "Forty years ago, when the railroad was in particularly dire straits," Mr. Rawlings told us, "the owners threat ened to shut down. Ralph C. Watrous upped and leased the road for a number of years because his mother lived in the vicinity served by the line. She would Scenes like this are common on the Wood River branch Railroad. Martin Sheridan Feature-Fotos V r fi rr f 1 JUNE 1041 1] TETC 31311 Engineer Schofield at the throttle of "1872," the line's gasoline burning locomotive. Martin Sheridan Feature-Fotos have been virtually isolated if service were suspended. Upon the death of his mother a few years ago, Mr. Watrous gave the line back to the New York, New Haven and Hartford operators." The railroad's records reveal that only one real accident occurred during its en tire history. Back in 1904, a locomotive and three coaches left the rails. Nobody was injured but one passenger's derby was ruined and had to be replaced at a cost of $4. ''Since I have begun to issue passes," President Rawlings declared, "many railroad men have written for complimentaries to allow them to see our road. Several of them have made special trips down here for the run. If they happen to arrive on a day when a trip isn't scheduled, we usually make the run anyway to accommodate them." The several towns served by the little railroad have cooperated to the extent of exempting the line from taxes. This may result in the showing of a profit at the 69th annual directors' meeting this spring. Future plans call for the retim bering of the single bridge on the line plus the usual costly replacements of ties and track. "If I do say one thing," concluded Mr. Rawlings, "it's much easier to run this railroad than it was to run the legislature." This Month's Cover THE ALAMO, in San Antonio, Texas, where in 1836 a small com pany of Texans was massacred to the last man after holding out for eleven days against four thousand Mexicans, has been called "the Thermopylae of America." In the war for the independence of Texas from Mexico, 180 Texans un der Colonels W. B. Travis, Davey Crockett and James Bowie were at tacked on February 23, 1836, by the Mexican army commanded by Gen eral Santa Anna, who bombarded the Alamo almost continuously until March 6. Early in the morning of that day the attackers made a small breach in the walls and assaulted the fortress in force. Twice they were driven back with heavy losses, but the third time they scaled the wall and swarmed inside. Though weak from privation and fa tigue, the Texans fought valiantly in the ensuing hand-to-hand encounter, until only five were left alive. These were captured and shot by order of Santa Anna. Mexican losses in the battle were around 500 killed. "Remember the Alamo!" became the war cry of the Texans, who final ly caught up with Santa Anna at San Jacinto on April 21, 1836. There, led by Sam Houston, they defeated and captured the Mexican general, but spared his life on condition he would immediately withdraw all his forces and acknowledge the independence of Texas. The cover picture is from a drawing by Victor Perari, made for Charles Scribner's Sons, by whose permission it is reproduced. v ETHYL NEWS [ i* ] ETC 31312 In a sound proof room each Allison en gine is observed and checked during an eight-hour test run. The instrument board is an exact duplicate of those used in planes. Boom at Allison Plant general use in European fighting planes. Construction of the first production unit of the Allison plant was begun in June, 1939, following receipt of an order for 969 engines from the War Department, and the building was ready for occupancy in November of that year. Before the original order could be delivered, however, a flood of new orders from both the United States and British Governments began to pour in, requiring considerable expansion in plant and equipment. A foundry to make aluminum cast ings for Allison engines was recently completed in record time by the DelcoRemy Division at Anderson, Ind., and is now in operation. In addition, a large number of important parts are made at the Cadillac plant in Detroit. The In dianapolis plant, which a little more than a year ago had only 9,000 square feet of floor space, now covers more than 1,200,000 square feet, while about I JO,000 square feet are in use at the Cadillac plant and over 200,000 at Delco-Remy. Large Numbers of Liquid Cooled Engines Are Being Manufac tured for the Fighting Aircraft of Uncle Sam and John Bull. IN its huge, air conditioned plant at Indianapolis the Allison Division of General Motors is manufacturing liquid cooled engines for Uncle Sam's fighting planes and for John Bull's Royal Air Force. Although the current rate of production is around 3 JO per month, it is expected that by the end of this year, when additions to the plant are com pleted, the monthly output will reach 1,000 and a force of 10,000 men will be employed. Until a short time ago Allison was little more than an experimental plant with no buildings or equipment designed for mass production. Since necessary ad ditions are still under construction, the manufacture of engines has been going ahead under difficulties. For a number of years the Allison Division conducted an engineering program on liquid cooled engines, but it was not until August, 1937, that the first one passed the necessary tests and was approved by the War Department. The Allison is the only liquid cooled engine of its type in the United States, although liquid cooled engines are in Every engine is run on a test stand until it develops full power. Then it is torn down, inspected, reassembled and given final acceptance test. JlHVE 1941 [ r3 ] ETC 31313 Ethyl on Parade The Story of Gasoline and The Story of Power Are Unfolded on the Stages of Futurliner Number 7 in the General Motors Caravan. EXHIBITS which tell The Story of Gasoline and The Story of Power are carried aboard Ethyl's Futurliner in the General Motors Parade of Progress, which last February began a four-year tour of important United States cities. Although the Ethyl Futurliner is Number 7 in the caravan of twelve Futurliners and ten tractor-transports, it was the first completed and began public exhibitions in Clearwater, Fla., early in February, ahead of the official opening of the Parade of Progress on February 26 in Miami. From Florida the caravan moved through the South to ward the North Central States, where it will travel this summer. Each Futurliner is 33 feet long and has dual wheels in front. The driver sits in the center of the front, at the lofty height of eleven feet above the ground. Above his head is a curved top of un breakable plexi-glass. Retractable lights can be raised from the top of the body behind .him and are used as floodlights for the exhibit. Ethyl's Futurliner is powered with a 4Jl-cubic inch engine, which has a compression ratio of 7.23 to 1. It has ten speeds forward and two in reverse. It also has a power take-off for driving a 220-volt generator located in the rear The kids in Birmingham, Ala., seem to like the Ethyl Futurliner and Bill Ryan, the driver. ETHYL NEWS [ 14 ] ETC 31314 of the truck. This generator has enough power to light simultaneously every exhibit in the Parade of Progress. When the sides of the Futurliner are opened up a stage appears on each one. On the left stage is shown The Story of Gasoline, which is based on the use of tetraethyl lead in gasoline and consists mainly of a talk by a lecturer. The latter illustrates his words by means of an engine and four glass covered panels in the wall of the stage. The panels, through a flash mechanism, show the colors of gasoline mixtures in a cylinder during the combustion process. Normal and knocking combustion, the burning of gasoline with and without tetraethyl lead, and the burning of sev eral different grades of gasoline are demonstrated. On the other stage The Story of Power is told entirely by automatic methods. An attendant merely pushes a button which starts a synchronizing unit, and this controls all animations in the exhibit through a system of relays. The exhibit begins when a puppet boy awakes, talks of dreams of power, and then falls asleep to dream again. His dreams of the progress of power are shown on a moving belt. When the belt stops, several motors, built one on top of another like a pyramid, are lighted up in succession, starting at the bottom with the oldest, which is also the largest and heaviest and knocks the most, and progressing to the latest, which is small est and yet the most powerful. In con clusion, a conception of a transportation center of the future rises into view. The monologue and sound effects which ac company the exhibit throughout are from a recording. In addition to the different exhibits on the twelve Futurliners, there is a huge tent called an Aer-o-Drome,which is erected without poles and which will accommodate 1500 persons. On its stage are given demonstrations similar to those which appeared in the General Motors Building at the recent New York World's Fair. An earlier Parade of Progress toured the country for nearly five years, ap pearing in 208 cities before audiences totalling more than 9,500,000 persons. JUNE 1941 [ *5 ] On the right side of the Ethyl Futurliner The Story of Power is told. A large crowd gathers to hear The Story of Gasoline. ETC 31315 The three passengers in the blitz b* are, left to right. Ethyl's C. G. KriXtz J. D. Harper, editor of the Naifa#*. Livestock Producer, and Ray Kelte*'1-' managing editor of the Ohio Farmer president of the American Agriculture Editors' Association. -> Farm Editors View Defense Projects Association Visits Ford, GM, and Chrysler Plants During ThreeDay Program Arranged by Ethyl's Krieger. IT SCUTTLED around like an agi tated water bug. It darted through bushes and around trees, up and down steep slopes; it dug in its toes and raced along precipitous side hills on an angle of 45 degrees. It could turn on the pro verbial thin dime and stop on half a dol lar. Racing across an open field, it hit a ridge, leaped into the air with wheels spinning madly, landed with a crunch and sped on. It was tough, agile and speedy. - The onlookers, 35 members of the American Agricultural Editors' Associ ation, grinned and nodded approval. Ford's famous little blitz buggy could take it! The editors, representing Amer ica's important farm publications with a combined circulation of more than 13,000,000, were in Detroit for a first hand impression of the automotive in dustry's part in National Defense. The association's three-day program, ar ranged by C. G. Krieger of the Agricul tural Division of the Ethyl Corporation, included inspection trips of defense pro jects being carried out by motordom's big three--Ford, GM and Chrysler. The blitz buggy is a low slung, bluntprowed, four-wheel drive affair with seats for the driver and three passengers, but in an emergency where rapid trans port of troops was required, the sturdy little car could probably carry seven or eight men with full equipment. On a good road it can travel at a speed of 5 5 miles an hour and when necessary can traverse almost any kind of terrain. Hundreds have already rolled off the Ford assembly line and other hundreds are to come. On the way to the Dearborn Inn for lunch the agricultural editors saw another Ford defense project, a new plant, just completed, for the manufac ture of Pratt and Whitney airplane en gines. At the Inn the editors were wel comed by Edsel Ford, president of the Company, and Charles E. Sorensen, famed production chief for Ford, and other Ford executives. Later the editors saw a two-cylinder unit of a new airplane engine Ford is developing. Two features make the en gine a stand-out: (1) solid fuel injec tion (no carburetors). Fuel is pumped directly into the cylinders at high pres sures. It atomizes instantly and mixes with air on the compression stroke. (2) A supercharger driven by exhaust gases. The motor uses 100 octane gasoline and has cast steel crankshafts and cast steel cylinder liners. A full scale, 12-cyl inder, engine is expected to be ready by July 1. Production by January 1, 1942, is a possibility, if the engine meets the approval of government experts. Mr. Sorensen said the two-cylinder units have developed as much as 340 horsepower, which means that theoreti cally, at sea level, the full scale engine could turn up more than 2,000 horse power. At 32,000 feet, Mr. Sorensen said, the motor would develop 1500 horsepower, an unheard of figure. Or dinarily power output falls off rapidly above 15,000 feet. Other points of interest visited by the editors on Ford day were the River Rouge plant and famous Greenfield vil- lage. On the second day of the meeting the editors were guests of General Motors and research was the keynote. The morning was spent at GM's 1268-acre proving ground near Milford, Mich. Here were miles of every known type of road and grades of every degree of steepness where cars, trucks and buses ETHVI. SEWS [ 16 ] ETC 31316 v.l)ll5tancly undergo gruelling tests to V-teet and eliminate any "bugs" which . develop after a motor vehicle is i'liilc. U'tcr luncheon at which General Motors executives were hosts, the edi,t,rs w a film depicting GM's partici-uion in che National Defense Program. I'iiese projects included manufacture of urpl.ine engines (their own Allison as ,,ell as the Pratt & Whitney engine), iirplanc equipment, machine guns, diells. trucks, Diesel engines for the navy, tank gun mounts and many small Imt essential items. Later there was a tour through part of GM's research lab oratory in Detroit. In the evening General Motors was host at a reception and a dinner attended liv a number of GM executives includ ing Paul Garrett, vice-president in charge of public relations, and Charles l;. Kettering, vice-president in charge of all GM research activities. Others attending the dinner included lithyl's J. Coard Taylor, vice-president m charge of sales, Earl Bartholomew, director of engineering research labora tories, and Julian J. Frey, head of the technical sales division. On che final day of the meeting the editors visited important defense pro jects conducted by the Chrysler Corpo ration. The most interesting was the tank arsenal located four miles north of the Detroit city line on a site covering 11J acres. The plant itself is about a quarcer of a mile in length and 500 feet wide. The structure is filled with literal ly hundreds of machine tools required in the manufacture of the so-called medi um, or 28-ton, tanks which the Chrysler Corporation has undertaken to build for the army. Full scale production will not start until July, but two of the steel monsters already have been built and were on dis play. The tank is powered by a 400 horsepower Wright airplane engine of the radial, aircooled type and has a rated spccd of 25 miles per hour, although it is said there is enough power in reserve to drive the giant 5 0 miles per hour. At the Dodge truck plant the editors saw dozens of army reconnaisance cars rolling off the assembly line, another project designed to put the army on wheels. After a tour of the Plymouth assembly line the editors were enter tained at luncheon in the executive din ing room of the Dodge plant. Among Chrysler officials attending were K. T. Keller, president of the corporation, A. vanDerzee, a vice-president, and W. J. O'Neil, president of the Dodge division. In the course of a JO minute talk Mr. Keller made one remark that struck a responsive chord with every listener. "The cost of this defense program is simply astronomical," he said. "But it's a job that must be done and we of the automotive industry are doing our part." Mr. Keller predicted that the normal production of cars and trucks would be off 30 percent by August and perhaps 5 0 percent by the end of the year. As the last official act of the editor's association the members declared the meeting the most successful they had ever held and voted unanimously to make Ethyl's C. G. Krieger, who ar ranged the program, an honorary mem ber of the association for life. The Chrysler Tank Arsenal covers an area equal to five city blocks in length and two blocks in width--690,000 square feet. JVXE 1041 [ l7 ] ETC 31317 -U "He bowed his ol' neck and he shore left the ground.'' of the present celebration --bronc rid ing, steer roping, the wild horse race and cowpony races. To the original pro gram have been added calf roping, bull- dogging, Brahma steer riding, bareback Ride Him, Cowboy! riding, relay races, and other events, until today 22 hair raising contests con stitute the daily schedule. In these, the premier horsemen of the world, a The World's Leading Bronco Busters Will Be in Cheyenne in July "Who's Who" of the rodeo world, com pete for prizes. Ii to Compete in Wyoming City's 45 th Annual Frontier Days Rodeo. One of the outstanding events of the week is the Cheyenne Frontier Days Parade and Festival held on the streets of the city Wednesday and Friday mornings, July 23 and 25. This colorful spectacle, which is witnessed each year "Let 'er buck! Yipppeeeeeeee!" From a one-day celebration first held by thousands, is in reality a history of That yell in all its blood curdling shillness will ring out often from July September 23,1897, the show has grown into a five-day spectacle of range and transportation. The pageant is complete from the 22 to 26, inclusive, when cowboys, In ranch sports, Indian dances, military buffalo, designated as one of Wyoming's dians and crowds of spectators gather in maneuvers by soldiers of the United oldest inhabitants, through the con Cheyenne, Wyoming, for the 45th suc States Army, and races requiring the struction of che Union Pacific Railroad cessive Frontier Days rodeo and cele utmost skill in horsemanship. and the era of the vigilantes, wagon bration, one of the largest events of its Of the nine events on the first Fron trains and stage coaches to the modern kind in the world. tier Days program, four are still features ness of the Burlington model passenger ETHYL YEWS [ 18 ] ETC 31318 A roper misses, as the loop slips off the calf's head. ir.iin and che Union Pacific model freight Crain. Horse drawn conveyances such as the covered wagon, hack, army dogherty, stage coach, victoria, ranch wagon, sur rey, hansom cab, landau, shopping coupe, shay, phaeton, tea wagon and others take part in the parade, carrying passengers wearing clothes typical of the era when the vehicle was actually used. Ladies are dressed in costumes of velvet and of broadcloth, with the full skirts, tight bodices, and tiny hats which marked the styles of the eighties. Among the floats is an old fashioned parlor, with spinning wheel, harpsi chord and period furniture. Other floats include a dance hall typical of the early slays; an episode of early history, show ing the vigilantes dealing out justice by a hanging; a typical ranch scene, with a calf being branded; an Indian village of tepees, with bucks, squaws and pa pooses around a campfire, and an oldtime barroom. Foremost on the rodeo program is the bronc riding, which is much the same as in 1897. Unusual skill is required in this event, which is open to the cowboys of the entire world. Horses used are real outlaws, the cream of thousands of buckets, selected because of their un usually fierce resentment at saddle and rider, together with an expert ability to pitch riders into the dust. To give the horse a fair break in this bone-breaking sport, the rider must use only a plain halter or hackamore and only one rein, which is of braided rope and must not be knotted or taped. As the horse leaves the chute, the rider must have both feet in the stirrups and both spurs against the horse's shoulders. He must scratch the bronc high on the shoulders during the first five jumps and then behind the cinch. The winner is the cowboy with the highest rating for three rides. Bulldogging is one of the most spec tacular events and is an evolution of a difficult feat performed first many years ago by one Will Pickett of Taylor, Texas. Pickett startled the rodeo world "i/on.v Indians adorn themselves in war bonnets and tribal regalia for the Chey enne Frontier Days. Courtesy of Union Pacific Railroad JUXE 1941 [ 19 ] ETC 31319 by leaping from his horse to the horns of a running steer and throwing the steer without using his hands. A local paper, dated August 30, 1904, described the accomplishment as follows: "He sank his strong ivory teeth into the upper lip of the animal and, throw ing his shoulder against the neck of the steer, strained and twisted until the brute, under the strain of the slowly bending neck, sank to the ground." Today bulldogging is an entirely dif ferent, though equally difficult and dan gerous feat. The steer is given a 30-foot start on the contestant, who, together with an assistant called a hazer, attempts to keep the animal running straight ahead. Leaping from his horse, the bulldogger grabs the steer by the horns and, after bringing him to a stop, twists him down. Steer roping is considered by cow boys to be one of the most risky events of the show. Each roper pays $100 to enter this contest, and these entry fees are added to a substantial cash prize given by the committee to make up a purse that is well worth competing for. A carefully trained horse is necessary, and each cowboy rides his own mount, which is taught to brace itself against the weight of the steer that is being busted. After the steer is down, the horse must keep the rope taut enough to keep him down until the cowboy has finished tying his legs. Another feature is calf roping. The Hereford calves used in this event are wiry and fast, necessitating the use of a small loop, accurately thrown to pre vent the animal from running through it before the loop can be drawn tight. Many other events are held daily. There is an artillery drill in which artil lerymen of the United States Army defy all laws of safety and gravity to send charging horses and careening caissons through death defying orgies of action. Indian races and Sioux Indian war dances enliven the program. Skill and thrills add zest to each day at the Cheyenne Frontier Days, when the Old West comes back to life with a bang. The bulldoger will soon make this steer bite the dust. Brahma steers are plenty tough. Maybe this one just wanted to be alone. ETHYL YEW'S { so ] ETC 31320 1 lar as exceeding even his own class. His Our American Visitors fixed impression, irremovable after years of habit, was that his "guests" had come A Famous Canadian Author and Humorist Sends a Personal Invi into town to pay him a personal visit; they might of course have a little busi tation to His Neighbors in the United States to Come North and ness on the side, but the main idea was that of a friendly renewal of acquain 1 Sample the Dominion's Hospitality. tance. He would say to me, "We had By Stephen Leacock your brother and his wife with us for a few days last week. We're always so de lighted when they come. I wanted them i to stay for the week-end but they t couldn't." His hotel, and no wonder, NO, it's non just a matter of money, al pitality. He really thinks that all these was always full; indeed, he loved to have though of course we're always glad to people are staying with him, as his guests to give up his own sitting room, then his get it, and the more you bring of it the -- that's how the word got into the bedroom -- sleep in a cupboard, any better. But that's not the real point. Let trade -- they're his guests, see, staying thing -- at the call of hospitality. me explain it. Did you ever meet an inn in his house and he's trying to make Well, that's how we feel about the keeper, one of the real old fashioned them comfortable. No trouble is too coming of our American visitors in type, dating down from the days of the great. Canada. They're our "guests". We have stage coach? You have, eh? Well, what In fact, a real hotel man can get into the delusion that we've invited them up is his animating motive? Money? No -- a sort of permanent mental delusion on and that nothing is too good for them. hospitality--genuine, open-hearted hos this point. Such a one I recall in particu I admit to the feeling myself; my im- Jl/.VE 1941 l] ETC 31321 n i pression is that I am entertaining, per sonally, about 50,000 a week. I insist that they must see the Laurentians. I can't let them go without having them go down the St. Lawrence and see the old fashioned French country of the Island of Orleans, and, of course, up the St. Lawrence to Lake Huron, and side ways from the St. Lawrence and then edgeways from it. I insist on their seeing a lot of things that I have never seen myself. I wave my arm round a thou sand miles of scenery and give it to them. And of course the Americans recipro cate. If I tell them they simply must see the Georgian Bay, they say they certain ly will. I tell them that it has 33,000 islands, and they say "Think of that!" "Mother," says the man at the driving wheel, "I guess we won't miss that," and they're off for it. Last year I sent some to the Great Bear Lake. I forgot the distance. I don't think they're back yet. Now I'll tell you what I think is the main idea at the back of all this -- the coming and going, this pleasure in giv ing away and receiving scenery, this pleasant make-believe of host and guest. It's that old fashioned urge called peace on earth, goodwill toward men. The more it is darkened over in Europe, the more brightly does it shine with us. This solid unity of North America, put be hind the heroic cause of Britain, is what is saving the world, visibly already sav ing it. But you could never get it by mere treaties and agreements and such; not even common interest would bring it, or not in its most real shape. It has to depend on personal feeling, on mutual acquaintance, on seeing and knowing one another. Come on up. I'll show you the Island of Orleans -- I'll show you Niagara Falls, or no, I forget, half of it is yours; I won't show it; it's not so much any way; we just keep it for English visitors. But I'll show the new mining district round Noranda, and I'll take you to the wild country along the Algoma Central -- that is, if you fish. You do? You're crazy over it? Well, say, get right into your car and come on up. I'll have the bait ready. nmv ETHYL YEWS ["] ETC 31322 I ( A story of day-to-day progress in automotive research ) He CARRIES important mail each trip. Today lie has the Jones boy's first letter from camp; a new pump valve for Joe Sneed; lesson No. 6 in poultry raising for the Livingstons' hired man. All important mail. Not in dollars so much as in human values--and so it is regarded by the Rural Free De livery carriers--''the neighbors who earn- the mail"' in all seasons and all weathers. In America's R. F. D. sen-ice the automobile gives high proofofits stur diness and dependability. Rural mail carriers drive thousands of miles a year.Their cars, often battered in body but sound in engine, testify to the progress made in the development of automotive transportation. Is there an end to this progress? No, say the fonvard-looking engi neers of the automotive and petroleum industries. The next ten years, they say, will see more improvement than we have seen in the past decade be cause both these great industries are working closely together in research on mutual problems. To the solution of these problems Ethyl is providing both product and service. Our product, anti-knock fluid containing tetraethyl lead, is used by oil refiners to raise the anti-knock (octane number) of gasoline. Ethyl's researchworkers are cooper ating with automotive engi neers in steps to take advan tage of better fuel. Our re search laboratoriesin Detroit and San Bernardino are help ing to coordinate the many individual lines of research engaged in by the technical men of both in dustries. And our field engineers arc offering to commercial users of fuels and engines the practical application of data developed in the laboratory and in the proving ground. , The public benefits by every im provement in automobiles, trucks, buses, tractors and airplanes. Thus wc believe that by making our service available to the technical people of the automotive and petroleum indus tries-we are serving "everybody. ETHYL GASOLINE CORPORATION Chnsl.r Bldg., Ara- Vert, A". K t On the quaint Isle d' Orleans in Quebec the horse is still thefavorite source ofmotive power. [See page 4] ETC 31326 m Ethyl Gasoline Corporation Chrysler Building, New York City W. CARY HARRIS Editor FRANCIS V. V. ADRIANCE RUSSELL B. WESTON Associate Editors Correspondents SALES DEPT. G. Rosser Atlanta F. S. Cronin Baltimore B. R. Jones Boston A. B. Wyrick Chicago S. T. Pruitt Dayton D. S. Flynn Kansas City R. L. Goltz New York M. P. Murdock Los Angeles C. F. Naylor Seattle L.L. Huxtable MFG. DEPT. Tulsa L. Barnum Baton Rouge C. Wasserman Deepwater Dr. Beatty Chemical Research 5- L. Barringer Detroit J. C, Pope Gasoline Testing The materia! in this publication may be reprinted provided due credit is given the "Ethyl News" or Ethyl Gasoline Corpo ration unless it is a copyrighted article. JULY 154I VOLUME 8, NUMBER 7 A Green Light for Production. By William S. Knudsen OVER across the ocean a battle of life and death is being fought -- in the field, in the air and in the shop. Over here, thank God, we have only the battle of the shop, but it is just as serious, just as important, just as indispensable, that we may not be in the same position here. Before it all started, we, on this side of the ocean, felt we had no particular quarrel with anybody. However, as the horror of this new-fangled warfare of killing women and children progressed to its present stage, the feelings of our American people were aroused. Under the leadership of our President and Congress they decided that we would help with material the people who were willing to fight for their liberty. War is today a question of material. The technical progress of making war has advanced to such a stage that one man in the field requires the backing of ten men at home -- not only men but machines and raw material as well. Therefore, we are particularly fortunate in having an abundance of men, machines and ma terials to put to work to back up our forces for home protection. But we also have a surplus potential with which to help others. Time is the great factor. Trains run on time against schedule. Sometimes they get away late and catch up, but they only catch up if all the factors which made them late in the first place are eliminated. A clear track and lots of steam is the only remedy. We are today in the position of having gotten off to a late start. We didn't have enough time when we started and the track had to be cleared first. Now that the President has told all of us to get going full speed ahead, I feel we will all get up more steam to help us get to our last stop, which is "the arsenal of the world," and on time. A production job like ours, I say ours advisedly, will call for sacrifices from everybody. "Work and Save" must be our slogan. The impact economically of an undertaking of this sort can only be softened by work and by savings. To con serve, to plan, to think is the best antidote for worrying about what is going to happen now or after the emergency is over. We can do it, I know we can do it if we all put our hearts and efforts into the job, engineer, manufacturer, mechanic and clerk. This is our land -- the land where democracy was born and will live forever -- so let's go full speed ahead, a green light on the track. This is "America's special" and we must all help to get it in on time. CONTENTS OF THIS ISSUE A Green Light for Production Old World in the New Courtesy at the. Wheel Bomber Factory for Ford He Floats Through the Air Placing the College Graduate Bush League Ball Players Tank Cleaner Builds Model Truck This Month's Cover A Trip to the Ocean Floor They Find Out the Answers Service Awards 1 J i! i itI mm ETC 31327 Like a Norman castle, the Chateau Frontenac towers above the city. Courtesy of Canadian Pacific Railway Old World in the New Parts of Quebec City Still Remain as They Were When Englishmen and Frenchmen Fought for a Continent. THE tourist who previously found the time mellowed cities of Europe the solu tion to his vacation problems will have to revise his plans for 1941. Fortunate ly, however, he can still have his taste of Old World atmosphere in the heart of a modern city without departing from North America, for Quebec City in old French Canada is as rich in tradition as many tourist frequented corners of Europe. Although most cities in America measure their history in terms of de cades, the story of Quebec is written in centuries, its history dating back well over three hundred years. Today it is as modern as any city in Canada without having forsaken its old-world charm. On all sides are found reminders of yes terday -- churches, monuments and other landmarks that punctuate the cen turies of its growth. Majestically situated on a great rock high above the St. Lawrence River, Quebec City is frequently referred to as "Canada's Gibraltar" and, by virtue of its strategic setting, served well as a gar rison when Canada was New France. Its frowning citadel and grim ramparts still remind one of the days when Britain and France were fighting for supremacy in the New World. The Plains of Abra ham, where the deciding encounter took place, have been converted into the now peaceful Battlefields National Park, where a memorial -- the Wolfe and Montcalm Monument -- rises in tribute to both leaders of the conflict. It is impossible to escape the past in Quebec City, for here the past is the present and the ancient blends easily with the modern. It is reflected even in the imposing Norman architecture of the Chateau Frontenac, for years the / center of the city's social activities. Re producing the charm of a medieval castle, this famous Canadian Pacific hostelry dominates the lofty skyline of the city it serves. Its historical charm is further enhanced because it occupies the very site of the Chateau St. Louis, one time residence of the early French gov ernors. Many of these old wooden -windmills may be seen along the St. Lawrence. Courtesy of Canadian Pacific Railway ETHYL YEWS [4] ETC 31328 -flic visitor who views the "Lower Town" from Dufferin Terrace--a quar,cr mile boardwalk skirting the Chateau __v.innot resist the urge to explore this picturesque section of the city at closer r.incc. A ramble through its cobblestone streets, a few of them the narrowest this side of Europe, is a history lesson in itself, i ictlc Champlain Street, Sous-le-Cap .uid Sault au Matelot, whose very names are suggestive of the past, are foremost in tourist appeal. Lined with dormered houses, quaint little shops and in some eases paved with venerable planking, Quebec's early thoroughfares were laid without the benefit of a town planning committee. It would appear that the roads were constructed to serve the buildings that got there first. A few of these souvenirs of a bygone day remain in the heart of the industrial district. Quebec's religious life is reflected in its many fine churches, convents and hospitals. Most interesting from the tourists standpoint is the Basilica of Notre Dame, originally constructed in 1647. The ancient church of Notre Dame de Vistoires is another example of historic appeal rarely found this side of the Atlantic. In proportion to its size, Quebec City is believed to contain a greater number of churches than any other city on the continent. Many visitors to Quebec find it an easy matter to absorb a few rudiments of the French language. All public no tices are displayed in English and French, both languages being official throughout the province. Quebec is also the seat of the Provincial Government and a visit to the Parliament Buildings is definitely worth while. Their gray stone walls house the only British legis lature in the world where parliamentary proceedings are carried on in French. Within easy walking distance of the Chateau Frontenac are numerous other points of interest to the visitor. The new provincial Museum on Battlefields Park and the great gates of the ancient city wall should not be omitted in a tour of this quaint old city of Champlain. The automobile is recommended for visiting Quebec's surrounding districts, but for a leisurely tour of the city, there is one method of transportation that can't be Jl/LY 1941 [5] A caleche, popular sight seeing vehicle of Quebec, approaches the old St. Louis (><itt`Courtesy of Canadian Pacific Hall way The old citadel once guarded the gateway to a continent. Courtesy of Canadian Pacific Fa- surpassed -- the caleche. These lofty horse drawn "two-wheelers" give the visitor a new experience in transporta tion, and their drivers are veritable en cyclopedias on Quebec's history and landmarks. Quebec City boasts of the second old est golf course on the American conti nent, the game having been played there since 1874. Quebec's charms are not all confined within its city limits. The Isle of Orle ans, conveniently reached by ferryboat, ushers the visitor into a world of yester day. Here the menfolk still do their sowing by hand, reap with the scythe and thresh with the flail, while the women ply their spinning wheels and hand looms. Picturesque roads wind through a drowsy countryside dotted with little fishing villages, white washed farmhouses and many a wayside shrine. French Canadians love their land with deep rooted affection, and many families still inhabit the land that their ancestors tilled centuries before. Within easy motoring distance of the city is the Lorette Indian Reservation, where descendents of the warlike Huron tribe now devote their energies to peace time pursuits. Their artistic handicraft products -- snowshoes, leather goods and classic Indian beadwork -- are a never-failing source of interest to the visitor. Montmorency Falls and Kent House, Ste. Anne de Beaupre and its fa mous shrine are other tourist magnets. Quaint and historical as it is, the Province of Quebec does not lack scenic splendor, and the glorious Laurentian Hills, studded with gleaming lakes, have an irresistible appeal to the angler, hun ter and all lovers of the great outdoors. Only a few colorful miles from the city lies lovely Lake St. Joseph, a shimmering sheet of water surrounded by verdant forest. Here are found fine facilities for canoeing, sailing, swimming, fishing, riding, and hunting. The Laurentide National Park with an area of approximately 4,000 square miles is a veritable symphony of lakes, streams and woodlands. In an effort to preserve the abundance of wild life in the park's environs, hunting and trap ping are not permitted. The average vis A family of Frencb-Canadians--les habitants--lines up in front of their 25 O-yetr old home. Courtesy of Canadian Pacific Railway' The gray stone Parliament Buildings house the only British legislature which carries on proceedings in French. Courtesy of Canadian Pacific Railuay itor, however, is content to swap his rifle for a camera when he comes to Lauren tide Park -- and his shots are equally gratifying. Regardless of the season, there is al ways something interesting to do, some thing beautiful to see in the capital of Old French Canada. In the springtime when mild breezes stir blossoming trees in convent gardens; in the summertime when the old city is gay with throngs of vacationists; or in the autumn when the leaves turn to crimson and gold, Quebec never loses its magic spell. ETHVI# .VEIVS ETC 31330 Accident prevention is demonstrated with model vehicles on table top layout. Courtesy of New York Telephone Company Courtesy at the Wheel NewYork Telephone Company Drivers Are Given a Course in Safe, Cooperative Driving and Good Motoring Manners. THE "Good Neighbor Policy" of which one hears so much nowadays is being put into effect daily by the men who operate the New York Telephone Company's motor vehicles. In line with increasing emphasis on friendly, indi vidual service throughout relationships with customers and the public in gen eral, the company has inaugurated a safe driving course for its drivers. From the successful observance of the principles taught in this course, which is known as the Courteous and Cooperative Driving Course, it is be lieved that two-important benefits will result. First, greater safety will be at tained through the avoidance of ac cidents, and second, good relations with the driving and walking public will be fostered. A portable reactometer or reaction time testing machine, similar to one demonstrated at the World's Fair, has been obtained from the Aetna Casualty and Surety Company and is used to test tile reaction time of each driver. Reac tion time is the time required by the driver to take his foot off the gas pedal and step on the foot brake after he has observed a situation which requires him to stop his vehicle. The relation between the distance traveled during this reac tion time and the distance the car travels before the brakes take effect at different speeds is discussed in class, and each man has the opportunity to figure out for himself in how short a distance he can stop in an emergency, total stop ping distance being the sum of reaction and braking distances. As the result of many thousands of tests, the average reaction time has been determined by the Aetna Company to be half a second. Although it is em phasized that this test is not to deter mine "good" or "poor"- drivers, since such a classification is hard to make on the basis of a test, it is explained that reaction time is of vital concern, as a split second can mean the difference be tween safety and a serious accident. During round-table discussions ac tual accident situations are represented by model cars on a table-top street lay out. Cases are reenacted to illustrate how thoughtfulness, courtesy and co operation on the part of drivers can prevent accidents. Individual experi- ences are set up and discussed by the group, so that drivers can see themselves as fellow drivers see them. It is pointed out to classes that driv ing is likely to become mechanical for drivers who operate motor vehicles every day; therefore, care should be taken to avoid falling into such routine procedures as may result in accidents. Pulling out of parking spaces without looking, backing without checking clearance, pulling into tight parking places, following too closely, trying to beat lights, and failing to give proper signals are acts of carelessness to be guarded against at all times. Precautions outlined in the New York State Drivers' Manual are re viewed, with emphasis placed on turn ing, backing, driving in traffic, lights, road signs and markers, right of way and signaling. Company drivers are urged to dem onstrate good motoring manners and to let their actions mark them as courteous and cooperative at all times. The safety creed, "No job is so important and no service is so urgent that we cannot take time to perform our work safely," is the keynote of the course. The reactometer reveals how quickly each driver will react to a situation re quiring a sudden stop. Courtesy of New York. Telephone Company JILY 1041 ETC 31331 Bomber Factory for Ford Plant Under Construction Near Dearborn, Mich., to Build Giant Four-Engine Consolidated B-24D. CONSTRUCTION of an $18,000,000 bombing plane factory for the Ford Motor Company is under way on a tract two miles square at Willow Run, a rural community 25 miles from Dear born, Mich. From this huge plant, said to be the largest of its kind in the world, will come complete sub-assemblies and parts --with exception of the four engines-- for the giant Consolidated B-24D bomber. Plans now worked out between Ford and the government call for produc tion of parts for five complete bombing planes a day, with these parts to be shipped to government final assembly plants at Tulsa, Qkla., and Fort Worth, Texas. However, provisions have been made by Ford engineers for final assembly of the bombers at Willow Run, should the government step up its demand for the long-range, heavy-duty B-24D planes. The site was selected because it permits easy and rapid plant expansion to meet any future production needs. The B-24D is one of the world's most formidable bombers. It weighs 28 tons when loaded and is capable of carrying four tons of bombs at a speed of 300 miles an hour. The giant four-engine ship has a cruising range of more than 3,000 miles. While construction crews toiled on the Willow Run plant, nearly 100 Ford engineers and production experts went to the Consolidated Aircraft plant at An architect's drawing of Ford's $18,000,000 plane factory. San Diego, Cal., to work out production methods for the new factory. More than 20,000 skilled workers will be employed at the Ford bomber factory when it starts full production. In the front section of the building, shown behind the offices in the archi tect's drawing, is the machine shop900 feet wide and 320 feet deep. Be yond this is another section, 1,400 feet long and 400 feet wide for assembly of the various bomber parts. If Ford is requested to produce the complete bomber, company officials said, this structure will be extended to house an assembly line a mile and a quarter long. A Consolidated B-24D bomber comes in for a landing at the Ford Airport at Dearborn, Mich. ETHYl IV EWS [8] ETC 31332 Floyd Smith, at left, shows one of his. new parachutes to Lieutenant E. E. Fahy of the United States Coast Guard. He Floats Through the Air-- Floyd Smith, Who Once Was a Daring Young Man on the Flying Trapeze, Is the Inventor of the Ripcord Type Parachute. JAMES FLOYD SMITH,vice-pres ident of the Pioneer Parachute Co., Inc. of Mahchester, Conn., is one of the few oldtime barnstormers who is still alive, and whole. He'll tell you he has had good luck, but his luck has nearly always been buttressed by careful planning and the ability to think not only on his feet but in the air. Smith was already a veteran flyer in 1914, having built his first plane and taught himself to fly it two years before. The ability to think fast saved his life in 1914, when the right wing of a plane he was testing folded back 1,500 feet up. The plane, which he was testing for Glenn Martin, went into a spin and it occurred to him that he might be able to control the plane to a certain extent with his elevators, one good aileron and power. He maneuvered the plane out of the spin and into a power dive until he was within a few feet of the ground, when he pulled the nose up and landed as the ship was falling off to the right again. The undercarriage besides the wing was damaged, but Smith walked away with out a scratch. The plane was repaired and flown again later.- This led directly to his invention of the ripcord type manually operated par achute, which has since saved the lives of more than 10,000 persons. For as Smith walked away from the wrecked plane he kept thinking. He knew that some day he would be up in the air in a plane so unmanageable that no amount of skill in maneuvering could save him. He confided to Charles F. Willard, chief engineer at the Martin plant, at Los Angeles, that he was going to try to in vent a parachute which a flyer could open in the air. The parachute was nothing new. Leonardo da Vinci had thought of it, even as he had of the airplane, and Don Glassman writes in his book, "Jump", that an acrobat jumped from a tower with a parachute in Siam in 1687. There had been a number of descents via parachute from balloons since Andre Garnerin made the first one in France on October 22, 1797. Grant Morton had made the first jump from a plane in 1911, over Venice Beach, California, and shortly afterward Albert Berry jumped from a plane before a group of U. S. Army officers at Jefferson Bar racks, St. Louis, Missouri. The officers, however, had not been impressed. It is quite a different thing to jump from a plane in normal flight and from one which is in trouble. The parachute Garnerin and Berry used, like those be ing used by the German parachute troops, was what is now called a static line 'chute. That is, it was always fast ened to the plane or balloon by means of a light cord which broke under the weight of the jumper. The jumper didn't have to do anything but jump. This permits a jump at a low altitude, which is the reason this kind of 'chute is used by parachute troops, but Smith felt that, if the plane was falling, there was no certainty the parachutist would fall clear. Even if the cord broke, he rea soned, the 'chute was liable to get tangled up with the falling plane. He decided the flyer must wear his parachute, jump clear of his plane and open his 'chute in the air. People told him he was crazy. They told him that all the scientists agreed that a man lost con sciousness as he fell free through the air. Smith laughed at this, for he had been a circus aerialist, and he knew that he had fallen free through the air without losing consciousness. He was also told JULY 1941 [9] ETC 31333 If 1 ! '1 j 4 ! : i ' i, : j _l ; , that the muslin parachute weighed too much. So he turned to silk, and devised a means of packing the 'chute so a flyer could sit on it, or lean against it com fortably. He applied for patents, but nothing came of his invention until the terrific mortality among expensively trained pi lots during the World War set the brass hats to thinking, too. During this first World War pilots in observation bal loons all wore parachutes, and often saved their lives with them, but it was only during the last year of the war that German pilots began wearing para chutes. General William Mitchell, who com manded the American air force in France, inquired who in America knew about parachutes. Charles F. Willard, who had been chief engineer for the Martin plant in 1914, was now a colonel and closely associated with General Mitchell, and Willard remembered Smith and his ideas. He told General Mitchell and the general cabled home to have Smith put on parachute experi mental work. This call, in July, 1918, found Smith the final inspector of all aircraft pro duction in the First District, with head quarters in Dayton, Ohio. He was glad to turn back to parachutes, however, and started to work in a cold hangar at McCook Field about the time the Arm istice was signed. He was either over looked, or the Army thought enough of the idea to let him continue his experi ments unmolested. He was given a free hand, for neither the captured German parachutes nor an English one, called the Guardian Angel, which came into use at the end of the war, were considered particularly suc cessful. For months Smith and an assis tant named Guy Ball sewed parachutes and dropped them from a plane, with lead dummies attached. Smith was about ready to make his first jump himself when a youth of twenty-two years, named Leslie L. Irvin, arrived at the field on the morning of April 28, 1919, and told him that he had orders to make the first "live" jump with Smith's new 'chute. Smith was taken aback, but orders were orders and he had to content him self with piloting the plane from which Irvin jumped. The crowd which gath ered to watch the test was sure Irvin was committing suicide, but he was as confident as Smith, though in his ex citement Irvin didn't watch himself in landing and broke his ankle. Floyd Smith was not content with his success, even when parachutes be came standard equipment for all Army, Navy and Marine flyers in 26 countries. Two years ago he joined forces with the century-old silk manufacturing house of Cheney Brothers of Manchester, Con necticut, in a new company set up to manufacture parachutes, the Pioneer Parachute Company. Lyman H. Ford, long authoritatively identified with the parachute industry, joined Smith in the formation of the new company. Cheney Brothers had long been lead ers in the silk manufacturing field. A decade ago this firm began making silk cloth for parachutes and in subsequent years sold hundreds of thousands of yards of parachute fabric to parachute manufacturers and to the Federal Gov ernment. With this important silk house back of him. Smith was able to experi ment extensively. His most recent in vention is a new type of pilot 'chute which cannot foul either itself or the main capopy. He also developed a new The testing tower, invented by Prevost Smith, makes sure a 'chute will open perfectly. method of packing the 'chute which eliminates such hazards as lines fouling, the parachute opening inside out, etc. This packing also makes the 'chute more comfortable to wear. Smith's son, Prevost Smith, has been working with his father in parachute research, and has invented a tower for testing 'chutes, which father and son feel will lead to even greater refinements in making a 'chute that will open per fectly every time. This tower assembles data on the performance of parachutes, similar to, wind tunnel tests for air planes. It is built so as to whirl a dummy in a circle 200 feet in diameter. To the dummy are fastened a parachute harness and pack by means of flexible rods at tached to the end of a boom revolving horizontally. A gear train and driveshaft from a 320-horsepower engine at the base of the tower revolves the boom at various desired speeds up to 300 miles an hour. For many years parachute makers have known that the time required for 'chutes to open varied greatly under ap parently identical conditions. By means of the new testing tower and a slow mo tion picture camera Floyd Smith can ETHYL YEWS [ io ] ETC 31334 scudy opening of parachutes on a June 1, 1912, and after six days more of basis which will allow the designing of teaching himself to fly, he took Mrs. future models on carefully tested sci Smith up as his first passenger. entific principles instead of by old rule- They lived, and on July 20 he flew 0f-chumb methods. her from Santa Ana to Griffith Park, 47 The camera has been mounted on a miles away, in an hour and seven min "spreader" about one-third of the dis utes, which set a speed record. A fin tance to che dummy from the boom end ished flyer by the standards of those of the flexible rods which whirl at high days, he began barnstorming the very speeds during the tests. This makes it next month, flying at Overland Park, possible to obtain close-ups of para Kansas City, with Art Smith, Bud Mor chutes in the process of opening. ris and Bob Fowler, all oldtime stars. All details can be seen when the films It took a year for him to go broke are shown in slow motion. Recently a barnstorming. Next he became a me group of government aeronautical ex chanic in Glenn L. Martin's factory at perts from Washington visited Man Los Angeles, then chief pilot. Soon after chester to witness the motion picture his crack-up he made his first parachute record and commented enthusiastically jump, using an attached 'chute of on che project. course. A couple of days later Mrs. In addition to advancing the study Smith decided to try it. The suspension of parachutes, it is believed that the lines of her 'chute, became tangled, and tower may be useful in testing high- she fell 400 feet before her 'chute velocity destruction of airplane parts opened completely. That also probably and the reactions of humans to "high helped turn Smith to the idea of the rip G" conditions, which occur, for ex cord and free 'chute. ample, during the quick pull-out of a Meanwhile, Smith yearned to be the dive bomber ar the climax of a power dive. Floyd Smith was born in Geneseo, Illinois, October 17, 1884, grew up with cowpunchers on the cattle range of Oregon, did a man's job from the age of ten on the ranch and on the range, chewed tobacco and carried a gun. It was a life of hardships instead of song and plenty as depicted nowadays. He was thrown, kicked and stamped by cayuses but the work had to go on as long as he could walk and ride. As he grew up, Smith developed itch ing feet; and became in turn a machin ist, an orange grower and a worker in a sugar factory before settling down as a circus aerialist. He toured the country for years as a member of the Flying Sylvesters, playing in both circuses and vaudeville. In 1907 he married Miss Hilder F. Youngberg, and for five years tossed her through the air in circuses. By the time 1912 rolled around they had grown tired of flying so close to che ground, and on January 15, 1912, at Santa Ana, California, they started to build a tractor biplane. Mrs. Smith built the ribs, and sized and shellacked the Great care is taken with pilot 'chutes, which spring out of the pack and pull canvas. Smith made his first flight on . the main canopy into the air. third pilot in the United States to loopthe-Ioop in a .plane. He invited Mrs. Smith to go along, but she decided against it. A wing and an aileron crum pled as Smith made the loop, but again he managed to land and live. Smith was a test pilot for Martin un til 1917, and once delivered a plane to Pancho Villa in Mexico. Villa had been stung by other Americans, who had sold him planes which could not get off the ground in the high altitudes common south of the border, but he was over joyed when Smith proved that the Mar tin plane, crate though it was, could get into the air from a high plateau. He de manded that Smith fly it to Mexico City with a message for his associates there, offering base pay of $500 a week and a big bonus for flying, all to be deposited in any United States bank Smith might name. "He swelled up like a toad when I told him I had a contract with Martin and had to return to the United States at once," Smith recalls. "I was afraid I was going to be shot, but I knew the plane couldn't make it to Mexico City; moreover, I knew that I'd almost cer tainly be shot by Carranza, if I fell into his hands, or by Villa's own friends be fore I could deliver his message, if I managed to get through to Mexico City. "Finally he commanded that I wire Martin to send another pilot down, and insisted on my staying until this pilot relieved me. The wire was changed in transmission, however. Martin decided I'd been shot and wouldn't send anybodyelse." The situation was solved when Smith cracked up the plane -- by accident too, since one of Villa's officers was riding with him with a bomb on his lap! With the extra load, he was unable to clear a waff on"the take-off, and pan caked. The bomb did not explode, both lived and Villa sent him back home! Smith established three altitude rec ords for seaplanes in 1917, and won the Aero Club of America Medal of Merit. In February, 1917, he went to England for the Marlin Arms Corporation, but returned when the United States en tered the war to become test pilot for the Army at Dayton. JVLY 1941 [ >' ] ETC 31335 It's a long jump from the college cam into a highly competitive world. Placing the College Graduate Industry and the Individual Both Profit When the Latter Steps Direct from the Campus Into a Career Job. IN THIS era of all out defense pro duction, specialists are needed. Every important industry is looking for men with special aptitudes for their jobs. But aptitude isn't enough, say many personnel experts. They insist that if industry and the individual are both to get the maximum benefit out of a busi ness relationship, the individual must be in love with his job. It is the belief of these experts--and this belief is backed up by years of ob servation and experience--that if a man lacks enthusiasm for his work, he soon comes to detest it, even though he showed promise at the start. As a result, he ceases to advance early in his career and a potentially valuable man is wasted. As an example of this theory, con sider a man who enjoys contact with other men and matching his wits against theirs, as in sales work. Put such a man in production work in a factory and the chances are he will be miserable, even though at first he may show remarkable aptitude for the production job. Keep that man in this job which he detests for a long time and he may even turn an attentive ear to doctrines which oppose the American system. The same would hold true for a pro duction man miscast in sales work. In the dear, dead days of the late Twenties, the majority of graduates of liberal arts colleges did one of two things. They either went to law school or they became bond salesmen. A few, of course, went into medicine, the min istry, teaching, manufacturing, and so forth, but they were in the minority. And if a liberal arts college graduate took a job in which he had to work with his hands, his action would be the signal for much eyebrow lifting and other fa cial expressions of amazement on the part of his fellows. How the times have changed! Realizing an urgent need for voca tional guidance, as well as for a non profit exchange through which pros pective employers and college students may contact one another, officials of many liberal arts colleges have insti tuted placement bureaus to help under graduates step direct from the caifipus into the right occupation, instead of floundering around aimlessly for several years, trying to "find" themselves. Typl ical of these bureaus in the smaller coL^-Sf leges is the Williams College Placement Bureau, which operates under the direc.' *' tion of Edwin Holmes, a member of the class of 1923. Williams, located in Williamstown, Mass., has a student body nf about 800 young men and gives on graduation the degree of Bachelor of Arts. Founded in 1793 under the terms of the will of Colonel Ephraim Williams, who was killed in 1755 in the Battle of Lake George, it is one of the oldest institu tions in the United States and its prob lems are typical of those of the average small college. The Williams College Placement Bureau has been in operation under its present set-up for two years. In 1940, the first year of its existence, Mr. Holmes placed before graduation 90 percent of the seniors who applied to him for jobs. Shortly afterward he placed the remaining 10 percent, for a perfect record. A large percentage of these men were placed in defense industries, where they are doing manual labor. In addition to its work with under graduates, the bureau has placed over sixty alumni through its auxiliary office in the Williams Club in New York City, where Mr. Holmes spends two days each week. The main purposes of the Williams bureau are to provide vocational advice and to furnish employment contacts. Seventy-five percent of the undergradu ates at the time of their first interview are in the dark about what they wish to do when they finish college. To correct this situation Mr. Holmes conducts a course of several interviews which lasts from the beginning of sophomore through senior year. Sophomores are rated in three groups --the A group, composed of the 25 per cent who know what they want to do; the B group, which is undecided be tween two or three occupations, and the C group, consisting of students who are more or less baffled at the prospect of ETHYL HEWS l * 1 mm m ETC 31336 bus 'P- Di nt :C- he n, 00 on ed iof as ke ubSe i >tS ! 0, *r. >o CO ,ie * ! a| re i y * r ;e /, h is :e Lv o t a .s e .4 .i jumping off the dock into a highly spe cialized and highly competitive world. Mr. Holmes doesn't have to worry about the A group until it is time to line up jobs for them in senior year, but the B and C groups are given a test known as Dr. Kuder's Preference Record, which was formulated by a professor of psy chology at the University of Chicago. Dr. Kuder's test is based solely on in terest and is designed to show whether a man has a preference for scientific, computational, artistic, musical, liter ary, social service, or persuasive work. According to Dr. Kuder, every individ ual is above average in certain fields of interest and in one or more of those fields lies his best chance for success. For example, if a young man stands high in social service and persuasiveness, he would do well in sales work. The Kuder test is not an aptitude test. Aptitude tests are not reliable, Mr. Holmes believes, because many persons possess aptitudes for jobs they don't like. With the result of the Kuder test be fore him, Mr. Holmes suggests outside reading to each man in lines in which his interests lie. The combination of reading and interviews seldom fails to result in a definite decision before senior year. As outstanding examples, Mr. Holmes cited the records of two members of the class of 1940, neither of whom knew what he wanted to do when he first came to the bureau. After several talks with Mr. Holmes, one decided to go into banking and the other into industrial personnel work. Latest reports from the New York bank where the former works state that he is one of the most promising young men they have ever employed there. The manufacturing concern which hired the latter has raised his salary three times in less than a year. To aid him in giving vocational ad vice Mr. Holmes has made a careful study of the chances for jobs in various occupations at the present time. His findings indicate that a man with pro duction talent can practically write his own ticket, as can an engineer, be he chemical, electrical or mechanical. There are a multitude of jobs in defense indus tries and in corporations which have been decimated by the draft. Insurance companies are looking for young men to fill salaried jobs. Banks want men under 35. Preparatory school teachers are at a premium, one school in Massachusetts sending a cry for help to the Williams bureau because of six vacancies on a normal staff of seventeen. On the other hand, the fields of jour nalism and of law are still very much overcrowded. So is the advertising busi ness, unless a man possesses considerable creative ability. Sales work is limited at present because advance orders have piled up far ahead of production sched ules. The Williams bureau has contact with over 300 business firms, as well as with officials of many preparatory, business and professional schools. About 75 per cent of all business contacts come from alumni, who hold frequent meetings in cities throughout the country to spur interest. The bureau's entire financial support comes from the alumni organ ization. Although many representatives of the business and professional worlds come to Williamstown to interview undergradu ates, in most cases Mr. Holmes sends the job applicant to call on the executive during one of the former's vacation per iods. Before a man goes on an interview, however, he is given careful instruction in how to conduct himself and how to answer questions so that he will make a good impression. Another important function of the placement bureau is to line up summer jobs for members of the three lower classes. For freshmen and sophomores working their way through college Mr. Holmes seeks highly paid occupations, such as skilled laborer in a defense in dustry, tutor-companion, or camp coun selor. For the junior he tries to line up a job in the industry in which the indi vidual is interested, in order to give him preliminary training for his future career. Not long ago an 18-year old fresh man came into the bureau and asked for a summer job. "I hope you can get me something better than I had last sum mer," he added. "What were you doing last summer?" Mr. Holmes asked. "I was working in a foundry," the freshman replied, "but I couldn't make over sixty dollars a week." Shades of the much maligned Depres sion and the WPA! Up until a few years ago placement bureaus were found only in large uni versities and confined themselves mainly to getting part time jobs for undergrad uates working their way through col lege. Lately, however, smaller schools are coming to realize the value of the placement bureau, with its emphasis on vocational guidance, as a necessary part of education. Non-profit organizations, they are proving their worth, not only to the individual but also to the execu tive, who must continue to find suitable replacements to fill vacancies in his or ganization. A series of interviews aids each man to e choose a career job. f Photo by Harry Port ? JULY 1941 [ i3 ] ETC 31337 I i i Bush League Ball Players The Ottawa Senators, 1940 Can-Am pennant winners. Podgajny, second from left, Marnie, third from left, Jumonville, fifth from left, rear row, and Masterson, second from right, front row, went up to the Phillies this year. Courtesy of Rome(N.Y.) Sentinel These Young Men Don't Get Big Pay Checks, But They All Dream of Becoming Major League Stars. And Quite a Few of Them Make the Grade! SAID JOE, the office boy, in a voice tinged with envy: "Oh, for the life of a professional ball player, riding around the country in air-conditioned pullmans, staying at the best hotels, going to the Sunny Southland for several weeks each win ter, working only seven months a year, and getting paid heavy sugar for living such a life of luxury." Joe, of course, was referring to the big league stars, whose existence does rival that of the proverbial Mr. Reilly. But big league stars, Joe, are few and far between. The great majority of pro fessional ball players are in the minor loops, the Class C and D circuits, draw ing down an average salary of $100 a month during a season that is only four months long. Your bush leaguer can't loaf during the off season on such a small annual stipend, but must get out and hustle if he wants to bring home the pork chops. Class C ball players don't ride the pullman cushions, either. They travel in buses, which isn't a bad way to travel, except that sometimes the jumps be tween league towns are long. The sched ule makers have tried to rectify the latter situation, but sometimes they slip up. There have been occasions when a team played a doubleheader, including one night game, and then jumped into a bus for a 200-mile hop to another town for a second twin bill next day. Arriving at their destination about 4 A.M., the boys had to be out at the ball yard, all full of vim and vigor, by noon. You've got to be rugged to stand much of that. Although the club lodges its players at good hotels and pays all their ex penses while they are on the road, each man must shell out for his own bed and board during a home stand. There are no long spring training sessions in the South for Class C and D teams. Two weeks on the home lot before the season opens is all the time given over to the business of ironing the winter's kinks from legs, throwing arms, and batting eyes. During this ethyl sews [ 4 ] e the boys do not receive a cent of ,ijv. since salaries are based on the regu lar playing season only. Tvpical of Class C circuits is the e'anadian-American -- popularly called ,|,c Can-Am--League, which was or. m;Zcd in 1936 with six clubs, three in northern New York and three in CaniJ.i. In 1937 there were eight clubs in ;iic loop, and it has continued with that number up to this year, although there i,.is been some shifting of franchises. During the 1940 season Amsterdam, Gloversville, Oneonta, Utica, Auburn, Oswego and Rome, N. Y., and Ottawa, Out., made up the league roster. The Can-Am president since 1937 ius been the Rev. Harold J. Martin of I leuvclton, N. Y., on the Canadian border. A Catholic priest, Father Martin is the only clergyman league president in organized baseball. The territory of the Can-Am League is compact, the longest distance be tween towns in 1940 being the 240 miles from Amsterdam to Ottawa and the shortest the twelve miles between Amsterdam and Gloversville. Can-Am clubs play a schedule of 126 games, 63 at home and the same num ber on the road, during a season which lasts from the middle of May through Labor Day. So that fans won't get tired of watching the home town nine in ac tion, the average home stand is limited to three days. Many games are played at night, as most parks are equipped with lights. When the regular schedule is finished, the club at the top of the won-and-lost standing is declared league champion, but the first four clubs qualify for the post season playoffs. In these the cham pionship team meets the third place nine in a four-out-of-seven series, while the second and fourth place clubs clash in a similar series. The two victors then face each other in a three-out-of-five final. The boys get a sizeable cut of the play off receipts in addition to receiving their regular monthly salary for the extra time, so there is plenty of financial in centive to play good ball. Naturally Class C teams don't per form before the pop-eyed thousands that jam their way into the big league parks, but still they don't do badly. Utica, a city of 110,000, holds the sea son's attendance record for the Can-Am loop with a total patronage of 103,000 in 1939--this despite the fact that the Utica Braves finished in the gloomy depths of the league cellar. The average attendance at week-day games in most parks is around 800, with larger crowds turning out for weekend contests. The record crowd was 4,247 paid admissions at the final playoff game between Glo versville and Amsterdam last year in Gloversville. The average player doesn't stick around in a Class C loop for long, al though a few veterans, clinging stub bornly to the forlorn hope that they may yet show big league stuff, hang on for years. A player usually either ad vances to a-higher classification or drops back to the sandlots. The average stay is two years, and no team in the Can-Am circuit can have on its roster more than six men who have played Class C ball longer than that. This regulation is to keep a club from getting too good and growing out of its class. Class C baseballers range in age from about 18 to 30. The player limit for each club is 15 men, and no club may pay out more than $1,600 a month in /or Krakauskas, southpaw speed mer chant, came to the Washington Senators from the Brockville, Ont., club, via Trenton in the Eastern League, This year he is pitching for Cleveland. Courtesy of American League Service Bureau JULY 1941 [ 15 ] ETC 31339 total salaries. The minimum wage for an individual is $ 8 0 per month and $ 15 0 is tops. Class C ball is a lot faster than the col lege game, and college stars are often signed up by big league clubs and farmed out to Class C teams for further seasoning. Most major league clubs have working agreements with Class C cir cuits, which enable them to sign up promising youngsters and give the boys the opportunity to play daily under competent managers, an advantage they wouldn't get in semi-pro ball. Several former major league stars are minor league managers, among them Wally Schang, once one of the best catchers in the American League, who piloted the Ottawa Senators two years ago. Baseball men look on Class C and D ball as apprenticeship in the professional game. As apprentices in every trade draw comparatively low wages, so do those in baseball. The difference is that a baseball apprentice, if he has what it takes, can go up much more rapidly than the beginner in almost any other trade. Between the Class C and D leagues and the majors come the B, A, A-l and AA circuits, but several Can-Am grad uates have jumped speedily from that loop into the big time. Probably the best Mike Nay wick, Cleveland Indian right hander, twirled for Oswego in 1938. Courtesy of American League Service Bureau known of these is Joe Krakauskas, for merly of the Washington Senators but now with the Cleveland Indians. Joe has lots of smoke on his fast one, though at times he has had difficulty in finding the plate. As late as 19 3 6 Joe was tossing his high hard one for the Brockville, Ont., club of the Can-Am League. Other Can-Am alumni now in fast company are Mike Naymick, with Os wego in 1938, pitching for Cleveland; Harold White, with Rome in 1938, pitching for Detroit's Tigers; Maurice VanRobays, with Ogdensburg in 1937, patrolling the left field pasture for the Pittsburgh Pirates; and four members of Ottawa's championship outfit of 1940, Hal Marnie, George Jumonville, John Podgajny and Paul Masterson, with Philadelphia's lowly Phillies. Forty-five minor leagues were in operation last year, all of them under the supervision and control of the Na tional Association of Professional Base ball Leagues. President of this organiza tion is Judge William G. Bramham of Durham, N. C., who exercises powers similar to those of baseball's high com missioner, Judge Kenesaw Mountain Landis. Class C leagues, in addition to the Can-Am, are the Arizona-Texas, Cotton States, East Texas, Michigan State, Middle Atlantic, and the Pioneer and Western Association. The "boys", specifically the fans and sports writers, have made the bush leagues the subject of much good-na tured razzing, but baseball men agree The bus in which the Amsterdam club travels picks up the team at the ball park. Courtesy Amsterdam (N,Y.) Baseball Club that they are vital to the life of the American and National Leagues. A scarcity of minor leagues, with the re sultant cutting off of this constant source of new talent, would ultimately sound the death knell of the major cir cuits. That is why big league clubs con tinue to give financial aid to bush league farms which year after year operate at a loss. Maurice Van Robays, who starred with Ogdensburg in 1937, is playing left field for Frankie Frisch's Pittsburgh Pirates. Courtesy of Pittsburgh Pirates Baseball Club ETHYL YEWS [ i ] mrmmmmm 31340 EtC phalt. It has three chests with all the necessary equipment for permanent and patch work on road beds. A shift lever regulates the air compressor, the air from which forces the asphalt from the rear spreader. Mr. Moscoloni has developed some in teresting ideas in connection with tank cleaning, which is his job. At the present time he is employed by the SoconyVacuum Oil Company. One of the pictures on this page shows Mr. Moscoloni with his model. The other gives a three-quarter view of the tiny truck. FRANKMOSCOLONI, of Everett, Mass., has developed a truck model which in every detail is like a full-size asphalt spreader truck. Spending considerable time for six months on it, Mr. Moscoloni turned out the tiny parts with hammer, chisel and pliers. The only parts purchased for the truck were the tires. The truck is not a toy, but an accur ate model of the big trucks which states and cities use to oil and tar roads. It is 3 81/2 inches long, 14 wide and 20 high. There are double wheels on the rear, two spares with tiny locks on the extra tires, and detachable disks for the rear wheels to prevent oil from getting in the sprockets while the truck is laying as This Month's Cover THE Battle of Chapultepec, fought September 12 and 13, 1847, was the last large scale engagement of the Mexican war. Chapultepec, which means Grass hopper Hill, was an isolated rocky mound 110 feet high, located two miles southwest of Mexico City and commanding a main road into the city. It was precipitous on all sides except the west and southwest, which sloped gradually to swampy ground intersected by irrigation ditches. For merly the country seat of the Aztec emperor Montezuma, its summit was occupied by a military academy in 1847. During the engagement Lieutenant James Longstreet of the Eighth In fantry was seriously wounded, where upon Lieutenant George E. Pickett snatched the regimental colors from his hand as he fell and carried them over the wall. Sixteen years later the destinies of these two men were again closely linked when, on a sweltering July day in the little Pennsylvania town of Gettysburg, General Longstreet, his head bowed on his chest, reluctantly gave the order for the gallant but suicidal charge of General Pickett's brigade, in which the flower of the Confederate Army was mowed down by Union guns. Other young officers headed for fame who rook part in the action at Chapultepec were Robert E. Lee, Stonewall Jackson, Joseph E. John ston, D. H. Hill, J. B. Magruder, P. G. T. Beauregard, and George B. McClellan. Franklin Pierce, .who in a few years was to become President of the United States, would have fought if he hadn't been wounded five days before at El Molino del Rev. JULY 1941 L i7 1 m/m ETC 31341 Marine Studios' two huge tanks contain 850,000 gallons of sea water. A Trip to the Ocean Floor At Marine Studios in Florida Science Discards the Diving Suit for a Comfortable Chair and a Camera. BEFORE us lie the broken remains of a sunken vessel resting forlornly on the ocean bottom. A 400 pound jewfish stands silent guard before the entrance to his barnacle-encrusted home. Sud denly from the haze around the stern of the wreck appears the Martian figure of a diver, a billowy cloud of bubbles rising from his helmet airvent and cas cading to the surface. The giant jewfish backs away a few inches at this intru sion into his domain. As if this might be the cue for action the scene is rapidly filled with moving objects. Two huge mantarays, or devil fish, flap slowly through the back ground. A school of silvery bumper fish glide gracefully past the diver who is now cautiously maneuvering around the wreck. Then from nowhere looms the great shadow of man's most dreaded enemy of the deep--the shark! Twelve feet of sinewy, living dynamite hangs motionless, surveying the scene. The diver freezes, hands at sides, and for a moment even his air bubbles ap pear to cease. But the huge monster is ignoring the diver completely. Before our wondering gaze, Mr. Shark comes to rest a few inches from our face, his beady eyes surveying us intently. For a thrill-packed moment man and monster stare at each other, until with a sulky swish of his tail the gray brute swims away. The diver moves on, small fish peer timidly from their rocky hiding places and the pastel-shaded sea fans sway with the motion of the current. No, this isn't the preface to a fiction al yarn of the deep. We have simply witnessed a normal, daily occurence at science's newest outpost for the study of marine life as it exists in the open sea. Marine Studios at Marineland, Florida, is the place. Located 18 miles south of St. Augustine, this great mass of con crete and steel is an imposing monument to that field of science which seeks out the mysteries of the undersea world. Marine Studios is the world's only ETHYL .YEW'S [ * ] ETC 31342 oceanarium and only specially designed professional underwater motion picture studio. The difference between Marine Scudios and other aquariums lies in the fact that here marine life is not seg regated in small tanks by species, but placed together as it exists in the sea. Two huge tanks, one circular and 75 feet in diameter, the other a rectangular tank 100 feet in length, comprise this unique institution. Enclosed galleries run the perimeter of the buildings, and in the sides and bottom more than 200 large, glass portholes have been placed for the observation of deep-sea denizens in a normal existence. In these gigantic reservoirs have been placed a seven ton coral reef, a five ton rock garden and countless sea fans, shells and plumes. Here in these cavernous grottos, gayly colored tropical fish seek safety from their predatory enemies. Playful porpoises rise to the surface to breathe air from the curious blow-hole in the top of their heads. Clumsy turtles, some weighing 300 pounds, lumber laz ily through the iridescent waters. A 1000-pound sea cow patiently nurses her 300-pound youngster. A school of mullet stupidly stumble over themselves as they flee from a mammoth shark. Nature's mysterious, salt-water fairyland has been duplicated on land. Youthful W. Douglas Burden, trustee of the American Museum of Natural History, is the author of the dream that has materialized and is now attracting scientists, motion picture technicians, and laymen from all over the globe. Conceived as a scientific institution, the secondary aim is to provide the set ting and atmosphere required for the making of underwater motion pictures. Heretofore it had been necessary either to build small miniature tanks for un derwater photography--thus losing the perspective, and the opportunity to work with giant specimens--or to go below the surface of the ocean in div ing suits and bells. This latter method was almost totally unsatisfactory, inas much as it was necessary for the camera man to wait for fair weather, and after that came weeks of patient waiting for the fish to swim by. In the oceanarium an ever-changing The porpoise is more interested in snatching a mullet front the diverts hand than in posing for the camera. JULY 1941 [ 19 ] ETC 31343 panorama of marine life moves before the observation ports. Fair weather or foul, the colorful inhabitants of the deep parade in review. Science has sharpened its pencil of knowledge and is jotting down notes on ocean technicalities heretofore un known. Equipped with its own modern laboratory, Marine Studios has a com petent staff of biologists who are con stantly cataloging the newly deciphered knowledge garnered from the lives of the inmates. A fishing fleet owned by the ocean arium is in constant search for new specimens for observation and for the replacement of species that have become extinct in the great tanks, whether through death from natural causes or violent death from predatory enemies. This fishing equipment is said by ex perts to be the most complete of its kind in the entire world. In addition to a full stock of nets ranging from small fourfoot hand nets to thousand-yard shark nets, the specimen department main tains live cars, cranes, canvas ham mocks, and harpoons. A specially de signed hypodermic harpoon is capable of injecting a drug into a huge shark which in sixty seconds stuns and incapacitates the monster for two hours or longer, with ho "hangover" or after effects. What are the future plans for this mammoth project that has already cost its backers a million dollars? Of what benefit will these great tanks be to the world in the years to come? First,' the world of science in the fields of experimental biology and ich thyology can probe into the inner se crets of Father Neptune's vast domain. Intimate knowledge of marine life that has before been buried beneath tons of blue green waters and inaccessible to man is now spread before his gaze, for here marine life seeks out its own exist ence as it does in the seven seas. Secondly, the motion picture indus try has at hand the props necessary for successful underwater work, whether the story and continuity be of two divers fighting on the ocean floor, a diver raking forth golden guineas from the hulk of a Spanish galleon, or natives pearl fishing in the South Seas. ethyl .\etvs [ 20 ] ETC 31344 A trip along this dirt road, transformed by artificial rain into a sea of mud, re veals -whether or not a car is weather proof. They Find Out the Answers Engineers Put New Cars Through All Kinds of Grueling Tests, Both in the Laboratory and on the Road, at the General Motors Proving Ground. OVER winding roads and straight aways and in shops and laboratories, a group o test drivers and engineers are working night and day to determine why today's cars are better than yester day's and how ro improve still further the car of tomorrow. Economy, speed, pick-up, hill climbing ability, brakes and durability are a fewof the qualities tested on the road and double checked by laboratory analysis. The place is the General Motors Prov ing Ground, located near Milford, Mich., 45 miles northwest of Detroit, where a community of 175 men devote all their working time to the sole purpose of measuring motor cars. Every year the Proving Ground buys more than 100 cars, selected from the largest volume models of nearly every make in the world and purchased from independent dealers to insure that they are truly representative products. Each new car is taken first to the Engineering Tests shop, where all its measurements, inside and out, including compression ratio, are taken by the most accurate devices. A giant vacuum cleaner pumps the air out of each closed car in a test to determine tightness of body construc tion. A huge pendulum, electrically timed to a fraction of a second, swings the car back and forth and locates its exact center of gravity -- which is im portant, as center of gravity affects an automobile's ease of handling. The amount of weight on each wheel, wheel alignment, rigidity of the chassis, and the headlights are also carefully checked. The machine then goes out on the road and is broken in for 2,000 miles, during which it is driven slowly at the start and gradually stepped up until top speed is reached. There follows a 26-mile test for performance, economy and handling when the car is taken over every known type of road. This includes a stretch of Belgian block made espe cially bumpy so the car will pitch from side to side; a series of hairpin turns so sharp the tires scream for mercy; a dirt road which has been flooded to make it a sea of mud. To determine skid characteristics, steering effort required by the driver, and stress on the wheels, a car is driven fast, with the wheels cramped as far as they will go, around a huge circular area of concrete. Sometimes so much strain is put on the tires that they blow out and are ripped off the rims during this performance. Brakes are tried at high speeds. Hill climbing ability from both standing and moving starts is ascertained on a slope so steep that the automobile seems al most to be hanging in the air from its radiator. During the winter cars are al lowed to stand outside all night in sub zero weather, to see how they start in the morning. Gasoline and oil consumption are tested with the help of special instru ments designed by the Proving Ground's mechanical engineering department. During this test the car is driven at varying speeds over a measured mile on the straightaway. It is also taken on a 306-mile highway run at an average speed of 45 miles an hour. After its strenuous ordeal on the road the car goes back to the shop for inspec tion and overhaul, including a horse power check on a chassis dynamometer. At this point "Elmer" steps into the picture, "Elmer" being the electric lis tening post installed in the front seat to catch the noise and vibration which must be eliminated to bring the maxi mum amount of driving comfort. "Elmer" tests the car at cruising speed, at full throttle, and on a chassis dyna mometer, to make sure that no squeak or slight vibration escapes him. When all this data is finally assem bled by engineers and test men, it is turned to the technical data depart ment for translation into statistics. One group of cars is tested for dur- JULY 1941 [] ETC 31345 .t 1 !ij. i i An automobile that makes this grade can climb any hill it encounters on the highway. ability and each one in this group is driven 24 hours a day over roads of all kinds. Three shifts of drivers keep the cars rolling, and they turn in reports which include mileage covered, gasoline consumption, weather and prevailing winds. Parts which fail during this grueling test are removed, tagged to show at what mileage they became defective, and replaced by new parts. At 25,000 miles, which is the distance of the dur ability run, the car is taken down com pletely and each part weighed and photographed for further study -- quite a job when it is remembered that the average car is made up of 17,000 parts. In this way every new mechanical de velopment is checked thoroughly before it is released as stock equipment. The Proving Ground covers 1,300 acres of land within which are over 25 miles of roads. It has a weather bureau, living quarters for the personnel, and a dozen shops, garages and laboratories for testing. Since 1925 more than eighty million miles have been traveled along testing routes and over seven million gallons of gasoline have been burned in the quest for facts about motor cars. In 1940 Chevrolets covered 824,000 miles, Cars left out all night in sub-zero weather to find out if they start easily. Pontiacs 778,000 miles, Oldsmobiles and Buicks 600,000 miles each. Since the first car was driven down the one-mile straightaway in 1924, the facts learned have been worth many millions of dollars. For example, as a result of the findings, one low priced car during the past ten years has in creased its speed 26 percent, its accelera tion from 10 to 25 miles per hour by 28 percent, its hill climbing ability by 69 percent and its fuel economy by 15 per cent, while its price has gone up only nine percent per pound. Out in Phoenix, Ariz., the Proving Ground maintains another laboratory so that Michigan tests can be duplicated and double-checked on desert and moun tain roads in a warm, dry atmosphere. The Following Service Awards have been made as of July 1st, 1941 15 YEARS Dr. Karl Kitzmiller Medical, Cincinnati Dr. Willard F. Machle Medical, Cincinnati John C. Pope Laboratory, Yonkers Control J. Coard Taylor Sales, New York General 10 YEARS Ida S. Milstin Gasoline Testing, Detroit Janet W. Cancro . Sales, New York General 5 YEARS Frank Deemer Chemical Research John L. Ebell Manufacturing, Deepwater Donald H. Pulleyblank Gasoline Testing, Detroit Charles C. Shepherd Gasoline Testing, Detroit Mildred R. Spencer Sales, New York General ethyl mews [ ** ] wrnrnmmmm ETC 31346 rs%.A---''if;":wsga-fc.i'- :,, .&: -\^v I Cars raise clouds ofdust at the General Motors Proving Ground, as dirt roads test them for durability and economy. mmm. mm ETC 31347 The Men who Race with Death How MANY LIVES the ambulance drivers of America have saved through their skill and courage cannot be esti mated. It is reported that in a single large city there are over thirteen hun dred emergency ambulance calls a day. The driver and the doctor who rides with him must consider every such call urgent; and the ambulance, itself, must not fail them in their race to save pre cious minutes and lives. It is a tribute to the engineering genius of the automotive and petro leum industries that gasoline engines were soon made so reliable, so fast,'so easy and sure to start, that they could be used in emergency vehicles--am bulances, police patrols, utility repair trucks. But the men of these industries are not resting content with what they have produced. Each dav thevare striv ing further to improve engines and as a "clearing house" for automotive fuels so that all of 11s may enjoy the progress--cooperating in and direct benefits of still better automobiles, ing individual research efforts toward trucks, buses, tractors and airplanes. common goals. And Ethyl service engi In this further development, Ethyl neers are assisting many commercial research workers offer both product users of fuels and engines to take ad and sendee to the automotive and pe vantage of day-to-day improvements. troleum industries. For while we are By serving technical men in every phase in business to help refiners improve of automotive development we serve gasoline through the use of our prod "everybody." For even those advances uct--anti-knock fluid containing tetra which for the moment are of interest ethyl lead, we realize that better fuels only to engineers will ultimately result are of value only in so far as engines in giving the public better and more are improved to utilize them--and vice economical transportation. versa. The two must pro goress togoether. Today our research labora tories in Detroit and San Bernardino are sening the engineers ofboth the automo ETHYL ETHYL GASOLINE' CORPORATION Chrysler Bldg., Jfew York, JK Y.-^ tive and petroleum industries m ETC 31348 1 **HP! ETC 31349 AUGUST 1941 -.5 - --J.J Steel's Up!.................................................................................... 3 The proud race of men who hang up steel even have a language of their own Roll Your Own Home!..............................................................6 Thousands--blit not millions--find that life in a trailer has its advantages No Handicaps Recognized........................................................9 The famous beg no favors Suicide Or Glory....................................................................... 10 Early trans-Atlantic flyers gambled for fame against the Grim Reaper Ethyl Service Awards............................................................ 13 Poison For Bugs In Knock TestEngines.................................14 Technicians discuss problems at Tulsa forum Money Grows On Trees............................................................16 They made citrus business big business Lamps For Drying Auto Bodies............................ . .19 Precious minutes saved in turning out equipment for armed forces Plastic Car Bodies On Their Way.......................................... 20 Soon dented fenders may be a thing of the past 'THIS .JMO.YTJHTS COVER Abraham Lincoln bade farewell to Springfield, 111., February II, 1861, and left for Washington. The horizon was black with the threatening storm clouds of civil war. As early as December 20, 1860, South Carolina had voted in conven tion to secede from the Union and had declared herself an independent state. She had been' fol lowed in rapid succession by Mississippi on January 9, 1861,Florida on January 10, Alabama on January 11, Georgia on January 18, Louisiana on January 26, and Texas on February I. At a meeting of delegates from six states in iyontgomery, Ala., Jefferson Davis of Mississippi and Alexander H. Stephens of Georgia had been elected on February 9 president and vice-presi dent, respectively, of the new Confederacy. And in the North many influential men were for peace at any price, even 'if it meant letting the southern states go their own way. Feeling was very strong against Lincoln. Ru mors of an assassination plot caused him to change his itinerary in the middle of his journey to Washington and to enter the city secretly. But in his inaugural speech he left no doubt about the course he would follow. "The Union of these States is perpetual ... I shall take care, as the Constitution itself expressly enjoins upon me, that the laws of the Union be faithfully executed in all the States." And his closing words-gave an insight into the greatness of character of the man who was to save the nation from disaster. "We are not ene5mies, but friends. We must not be enemies. Though passion may have strained, it must not break our bonds of affection." ETC 31350 r etc 31351 t 2.. ` ; The "heater" at his coke forge cooks up the rivets. Piece by piece the new ELA unit takes shape. gun shook them and beat an unholy din in their ears. Then Dixon lowered his dolly and unscrewed the temporary bolt from the next hole. They drove a light drift pin through to line up the openings. Texas Joe stood up, banged again on his can. They were ready for the next rivet. And so, without fanfare, was the S 0,000th rivet driven in Ethyl's new ELA building at the Baton Rouge plant. Already the flag is planted at the peak to signify the top of steelwork has been reached; by early fall the new unit should be in operation and ready to turn out five million pounds of ethyl chloride a month. The ELA method for making ethyl chloride, one of che intermediate chem icals needed for producing the ingredi ents of Ethyl fluid, is a process that catches the interest of petroleum engi neers because it uses, as its chief raw material, petroleum gases from a nearby oil refinery. Stabilizer gases, formerly burned as fuel, are now piped a half mile or' so, over to the Ethyl plant, where they go into a cracking furnace. There, in much the same way that certain gaso line stocks are thermally cracked, the three- and four-carbon molecules are broken. By means of fractional distilla tion a pure stream of ethylene gas is ob tained -- which is treated with acid to form ethyl chloride. Temperatures in the cracking furnace run above 1400 Fahrenheit; a few yards away the gases are distilled at 140 below zero. This ELA method of making ethyl chloride was developed especially for (Continued on pagt 22) ETHYJL JVEWS [4] ETC 31352 High above Ethyl's Baton Rouge plant, a rivet crew takes time out for a drink. For this connection they have to "burn" a special hole. AUGUST 1941 [5 ] Sure-footed, the catcher steps over to snare another rivet. Roll vonr own home! Conveniences of Modern Trailers Emphasized as Government Adopts Them for Defense Project Housing. By Karl Hale Dixon, Editor, Automobile and Trailer Travel THE way that coach trailers plopped into public consciousness in the early 3 0's was so spectacular that they created quite a splash. The real estate men felt that their interests were being trampled on by the potential Nomad hordes. They swal lowed, hook, line and sinker, the predic tions of economic sooth-sayers who pro phesied that in twenty to thirty years half the population of the country would be living in trailers and the sanc tity of accustomed living conventions would become, like ancient mythology, consigned to the limbo of the forgotten past. Even cartoons in national mag azines depicted the old homestead be ing deserted and left in tears while the family moved into a sleek looking trailer to follow the southward flight of the birds. Now, in that initial era of trailering in America, nobody could make an ac curate or even plausible guess as to the number of trailers in existence, so all kinds of figures were tendered. No asso ciation of the manufacturers had been formed. The federal government had made no count. Even the state vehicle departments didn't know their registra tion figures; they lumped all sorts of trailers in one classification--house or coach, utility, display or commercial, freight or transport, etc., etc. About that time, the pioneer maga zine of the field. Trailer Travel, came into existence, and like many industry or trade publications, it became the in formation bureau for the trailer field as well as for the public that had be- eth'yl hews [6] come curious about trailers. Even the government, admitting its lack of knowledge on the subject of trailers, turned to the magazine for facts and figures about them. A comprehensive survey was more a matter of computation than of com pilation because of unknown quantities such as home builders, of which there were literally myriads, but the result had to be one that could guide the in dustry as well as impress the general public. It was a large order with diver gent aims. However, the magazine set about devising a pseudo-scientific basis for making a census and reached a re sult. The American Automobile Asso ciation had predicted a half million trailerites by the end of 1937, and that became quoted as the number of trailers in existence. The total was set by Trailer Travel at approximately 300,000 or twice what it actually is today--about 130,000. Twice, in checks that were made, Milady's boudoir is equipped with every modern convenience. . A folding double bed offers beauty-rest comfort for two. well over six hundred builders pro claimed themselves on their printed letterheads to be trailer manufacturers. That is twelve times the actual number --or about fifty--that are substantially in the picture at this moment. These figures caused something of a scare in hotel, real estate and building trade circles, and anti-trailer ordinances were agitated and passed in some places. However, the Trailer Coach Manu facturers Association, having come into existence in the meantime, through the effort of its legal department eliminated much of the antagonism and unfairness in those proposed measures, and the as sociation itself got behind legislation which it considered desirable for the general public and the trailer owner as well -- such as the ordinances that have been passed by New York City; Toledo, Ohio; Milwaukee, Wis., and elsewhere. AVGUST 1941 [71 etc 31355 Meanwhile, the primary uses of trail ers and the trailers themselves have changed. Formerly the popular price range was from $400 to $700, but to day it has moved to the $700 to $900 bracket, and while the number of coach es produced in 1940 was considerably less than in the preceding years, the total dollar volume was almost 50 per cent more than in any previous year. Today, more than 90 per cent of all trailers being built are for living pur poses primarily, rather than for touring exclusively, which means, in its effect on the manufacturers, that recently the trend of trailer building has been to ward larger coaches because of the added living conveniences which the increased space affords. This, in turn, has been em phasized and enhanced by the govern ment's current adoption of trailers for defense project housing. Such coaches have become the pinnacle of housing for both army officers and defense workers. At the same time, the private citizen continues to see in trailers -- more than ever now -- a freedom and an economy that he could not enjoy so easily before their advent, and naturally he prefers to convert and divert his former rent check into an installment on a home that he can own himself -- a rolling home which will remain his own and his family's wherever his work may call him. Trailers, instead of lowering the liv ing standards of their owner-occupants, actually are raising them, a recent sur vey by Automobile and Trailer Travel magazine has revealed. One only has to compare $25 to $50 a month apartments and houses with the modern deluxe coach trailers now being sold for dwell ing purposes to realize this. The latter represent collective engineering and mass production by fully equipped fac tories which use modern methods and follow the precepts of an older brother, the automobile industry. Trailer construction has created a new field of dynamics, taking a clue, as a starter, from the boat builders. The formula is to build the maximum of convenience and comfort into the mini mum of both square and cubic dimen sions at the least possible weight to pro duce a luxury result. ETHYL IVEIKS [3] ETC 31356 The field of Waterloo 40 years after the battle. ONE autumn afternoon, several years before our own Civil War, a guide at Waterloo was approached by an old man and his servant, who asked to be shown over the famous battlefield. The guide made his usual rounds, telling the stereotyped story, and com menting severely on the conduct of Grouchy, whose tardiness on that epochal day precipitated Napoleon's downfall. The stranger examined the ground attentively, and only occasionally re plied saying, "Grouchy received no orders." At last the servant fell back, detain ing the guide, and in a low voice said, "Speak no more about Marshal Grouchy, for that is he." The guide abstained from saying any thing further that might offend, but he never forgot the old soldier's agitation as he saw how little would have changed the current of the fight, and knew that the means of doing it had been in his own hands. "Grouchy received no orders" -- a pathetic alibi rendered by an old man who had done great things, but who failed at the hour of fate. Homer could have squatted in the dust at the gates of Athens. The rich would have pitied him, and tossed gold into his cap. He, like Milton, and Pres cott, the historian, had the best of alibis. He was blind. Demosthenes, greatest of all great orators -- who could have blamed him for waiving his ambition and settling comfortably in Attica, on the remains of his father's fortune? For failing in statesmanship and oratory he had a triple alibi. His lungs were weak, he had a harsh, unmusical voice, and he stuttered. Julius Caesar, first general, statesman and historian of his age, and -- except ing Cicero -- its greatest orator, had his alibi for leisure and indifferent effort. He was an epileptic. Beethoven, the ultimate genius of the classical school of music, became stonedeaf before middle life, and never heard his own great symphonies. Here was an alibi surely. Charles Lamb, prince of essayists, spent his twenty-first year in an insane asylum, and the rest of his life 'as a clerk in the accounting rooms of the East India house, supporting, his period ically demented sister. Here would have been an alibi. Pope was a hunchback. Carlyle had chronic indigestion and melancholia. Robert Louis Stevenson was a consump tive and wrote most of his books in bed. Daniel Webster was too timid to recite in school. Booker T. Washington was a negro and a pauper. E. H. Harriman, at the time of his greatest battles and achievements, was a physical invalid. Robert Drake, forced by asthma to spend his nights alternately standing at the drafting board and sleeping propped up in a chair, became America's greatest bridge builder. Alibis! Alibis! But never used. Never thought! The rough spots on the roads to greatness are peopled with cringing alibis, whining, winking, enticing, whis pering of easier bypaths, tempting by their insidious allurements to divert the traveler from his objective, and promis ing to excuse his failure. "It's too early in the morning -- too late in the afternoon. The day is too hot -- too cold. Your customer is too busy today -- it's Monday. He's on the links or in the country -- it's Friday. He's all upset by the war -- wait for a better mood. You didn't get to see him last time -- why waste time today? He is only interested in price -- you can't interest him in quality. You're not in fighting trim today -- wait!" So whis per the alibis. But the iron-willed go on -- and win the battle, write the book, compose the symphony, build the railroad, clinch the sale. At least they go on, scornful of these tawdry derelicts who would plead their failure in abject and fallacious eloquence. Alibis are counterfeit money offered in lieu of specie. They are reasons given for not doing a thing that could be done. "Excuses," says Israel Zangwill, "are a confession of failure." Reprinted by courtesy of "The Better Way*' published by Cosmopolitan Magazine AUGUST 1941 [9 ] Chamberlin and Levine receive an en thusiastic welcome in Germany. (filicide or filory Trans-Atlantic Flights Are Everyday Events Now, But Only 14 Years Ago Daring Pioneers in Tiny Planes Blazed the First Trails. By Frank Adriance FLYING the Atlantic is small pota toes nowadays, as huge bombers roar across on their way to England and giant clipper planes make routine flights to Europe. Powerful engines with high compression ratios, driven by high oc tane gasoline, make the trip an easy one. But only 14 years ago daring airmen in tiny planes with puny motors were de fying death to be first to fly from New York to Europe. Where they led others have followed. To get a better idea of how far avia tion has advanced since those pioneering days, I recently talked with Colonel Clarence D. Chamberlin, who, with Charles A. Levine as a passenger, was the first man to fly from New York to Germany. Colonel Chamberlin is at present head of a chain of aviation en gineering schools. Seated in the living room of his home in Hasbrouck Heights, N. J., I heard from him the story of the Columbia's epic flight on June 4, 5 and 6, 1927. Prospective trans-ocean flyers were looked on as heroes and demi-gods in those days and had their pictures and life stories splashed over the front pages of every newspaper in the country. Any man or group of men who made the flight successfully would uncover a gold mine. Raymond Orteig was offering a $2 5,000 prize for the first pilot or pilots who flew from New York to Paris, and that sum would be only a fraction of the cash that would flow in. As a result of the rich rewards, enough intrigue and conflict to fill a good-sized novel centered around some of these flights. It was so in the Columbia's case. Charles A. Levine, head of the Columbia Aircraft Corporation, wishing to squeeze every source of revenue to its limit, did not want Clarence Chamberlin to pilot the Columbia, because Chamberlin was not the "movie type." If it hadn't been for the insistence of Giuseppe M. Bellanca, designer of the Columbia, who believed that Chamberlin knew more about the plane than any other pilot, Chamberlin would never have been the first man to fly to Germany. For publicity reasons Levine wanted as pilot Leigh Wade, an Army roundthe-world flyer in 1924. Wade agreed but soon withdrew after several dis agreements with Levine. The latter then signed up Bert Acosta, who had given him flying lessons in an old Curtiss Jenny. Soon afterward Acosta and Chamber lin took the Columbia aloft on an en durance flight to test its ability to stay in the air long enough to cross the Atlantic. Before this test aviation ex perts scoffed, insisting that the Columbia would never get into the air with its load of 371 gallons of fuel, powered as it was with a Wright Whirlwind engine of only 200 horsepower -- an engine which had a compression ratio of less than 5.5 to 1 and burned 71 octane gasoline. Engineers estimated that the Columbia's ceiling with such a load would be 600 feet below sea level! But in spite of the dire prophecies of the experts, the Columbia got off the runaway at Roosevelt Field in less than 1,200 feet, with the goal set at JO hours aloft. It cruised over Long Island for just 51 hours, 11 minutes and 25 sec onds before the gasoline tanks ran dry. This record flight, however, did not sew up a trans-Atlantic flight for Chamberlin, for Levine announced not long afterward that he had signed as navigator Lloyd Bertaud, veteran mail flyer who was to perish later on the illfated attempt of the Old Glory to fly from Old Orchard Beach, Maine, to Rome, and that Bertaud would replace either Acosta or Chamberlin. If it hadn t been for Bellanca again, Levine would have eased Chamberlin out, because both Bertaud and Acosta were big, husky fel lows--ideal types for the movies which ETHYL YEWS [] m ETC 31358 would follow a successful flight. Bellanca delivered an ultimatum, Stating that he was through with the Columbia Air craft Corporation unless Chamberlin was retained. To simplify matters, Acosta with drew, leaving Chamberlin as pilot and Bertaud as navigator. The latter pair, however, couldn't get together. They disagreed on the route of the flight, on whether or not to take along a radio, and on numerous other details. Bertaud had his troubles with Levine, too. Dissatisfied with the contract he had signed, which called for only $ 15 0 weekly--less than he would earn as a mail pilot -- and no insurance for his wife in the event of his death, he de manded a new contract. When this was not forthcoming, he got an injunction to prevent the Columbia's leaving with out him. Levine then made a private agreement with Chamberlin, that if Chamberlin would take him along as a passenger on the trans-Atlantic flight, Levine would give him $25,000 and would put up SSO,000 life insurance for Mrs. Cham berlin. In addition, Chamberlin was to get a salary of $150 a week for a year, plus a fifty-fifty split of all money re ceived that year by Levine as a result of the flight. While all this controversy and bicker ing were delaying the Columbia's take off, other aviators with trans-Atlantic aspirations were going ahead with their preparations, many of them disastrous- Colonel Clarence D. Chamberlin as he appeared in a recent photograph. ly. Lieutenant-Commander Noel Davis and Lieutenant Stanton H. Wooster were killed at Langley Field, Va., in the crash of their tri-motored American Legion. Commander Richard E. Byrd was injured when the America crashed. On May 8 Captain Charles Nungesser,famous French World War ace, and Captain Francois Coli took off from Paris in the 'White Bird and were never heard from again. But early in the morning of May 20, the very day on which Bertaud's injunc tion was answerable in court, a young man from the West, Captain Charles A. Lindbergh, roared down the Roosevelt Field runway in his tiny Ryan mono plane, Spirit of St. Louis, Paris bound. The success of Lindbergh's flight changed the plans of Chamberlin and Levine. Instead of flying to Paris, they decided to head for Germany and keep going as long as they could, in an effort to beat Lindbergh's distance record. Right up until the last moment no body but Chamberlin knew that Levine was going along, not even his wife. For the newsmen's benefit Levine had made a great mystery of the identity of Chamberlin's navigator. He hadn't dared tell his wife what he planned, be cause once, when he had suggested the possibility of his taking such a trip, she had threatened to. burn the Columbia. Even when the plane, heavily laden with 450 gallons of gasoline, bumped and bucked on its take-off run down the Standing beside the Bellanca-designed Columbia that flew to Germany are, left to right, Bert Acosta, Giuseppe M. Bellanca and Clarence Chamberlin. long lane between great throngs of people, Mrs. Levine thought her hus band was just going aloft for a short test flight previous to Chamberlin's de parture. The Columbia, which weighed only 1,850 pounds empty, tipped the scales at 5,418 pounds when loaded for the long flight; nevertheless, Chamberlin lifted Bellanca's well designed ship off the runway in less than 2,000 feet. His main difficulty was to keep the heavily burdened ship from lunging out of con trol and into the crowd, which was large even though the hour was shortly after daybreak. Once in the air, how ever, the Columbia flew so smoothly that the pilot was able to throttle down from 1750 revolutions per minute to 1700 and then to 1650 in order to save precious fuel. The first trouble occurred over Cape Cod, when the expensive earth inductor compass, on which Levine had spent $1,125, went entirely out of commis sion, leaving Chamberlin with a none too accurate magnetic compass which had cost only about $50. In addition, the chart of Cape Cod was not in com plete agreement with the lay of the land below, causing Chamberlin to wonder if he were really over Cape Cod. He dis- AVGUST 1941 [ ii ] ETC 31359 tat****: * .*j4 Meanwhile, the primary uses of trail ers and the trailers themselves have changed. Formerly the popular price range was from $400 to $700, but to day it has moved to the $700 to $900 bracket, and while the number of coach es produced in 1940 was considerably less than in the preceding years, the total dollar volume was almost SO per cent more than in any previous year. Today, more than 90 per cent of all trailers being built are for living pur poses primarily, rather than for touring exclusively, which means, in its effect on the manufacturers, that recently the trend of trailer building has been to ward larger coaches becauseof the added living conveniences which the increased space affords. This, in turn, has been em phasized and enhanced by the govern ment's current adoption of trailers for defense project housing. Such coaches have become the pinnacle of housing for both army officers and defense workers. At the same time, the private citizen continues to see in trailers -- more than ever now -- a freedom and an economy 1, that he could not enjoy so easily before their advent, and naturally he prefers to convert and divert his former rent check into an installment on a home that he can own himself -- a rolling home which will remain his own and his family's wherever his work may call him. Trailers, instead of lowering the liv ing standards of their owner-occupants, actually are raising them, a recent sur I vey by Automobile and Trailer Travel magazine has revealed. One only has to compare S2S to $50 a month apartments and houses with the modern deluxe coach trailers now being sold for dwell ing purposes to realize this. The latter represent collective engineering and mass production by fully equipped fac tories which use modern methods and follow the precepts of an older brother, the automobile industry. Trailer construction has created a new field of dynamics, taking a clue, as a starter, from the boat builders. The formula is to build the maximum of convenience and comfort into the mini mum of both square and cubic dimen sions at the least possible weight to pro duce a luxury result. * ETHYL YEWS l8] ETC 31360 Curious Germans crowd around the Columbia for a peek into the cabin. cussed with Levine whether they should keep on going or turn back and have the earth inductor compass readjusted. Levine wanted to keep going. He knew that if he went back there wouldn't be a chance of his getting away from his wife a second time. Mrs. Levine would make good her threat and burn the Columbia, if that drastic act were necessary to keep her husband on the ground. Besides, he insisted he would rather brave the wide Atlantic than face anocher session with the newspaper men, who had been pestering him mer cilessly for the past few days in an ef fort to learn who Chamberlin's naviga tor was going to be. So they swung out to sea on the 250-mile water jump to Yarmouth, Nova Scotia, Levine getting some satisfaction from cursing the earth inductor compass, its manufacturers, and all their relations. The time when they should have reached Yarmouth arrived and still no land was in sight. Chamberlin began to wonder if their magnetic compass had gone wrong, too, and was causing them to fly in aimless circles above the ocean. But the sun was where it should be, so he kept going, worrying more and more as each minute passed. At last, one hour late, land loomed ahead. Although strong head winds had delayed the plane, the magnetic compass had hit the Canadian town right on the nose. Chamberlin continued on over Nova Scotia, bumping around in the rough air at a low altitude, where the head winds had the least force. Because of the wind direction they were two hours be hind schedule when they passed over Halifax. At Cape Breton Island the wind first began to favor the Columbia. Climbing higher to take advantage of it, Cham berlin hit Newfoundland at Trepassey Bay, between Cape Race and St. John's, and headed overland for the Atlantic. He intended to follow a course south of the Great Circle route, because he had been warned by Dr. James H. Kimball of the New York Weather Bureau of a storm area in the North Atlantic. In addition, ships followed the more south erly route, so that in the event of a forced landing at sea there was a chance of being picked up. As they left the last bit of land be hind them and started out over the vast ocean, Levine remarked with a grin: "Europe next stop! Well, here gees nothing!" "What are two men, more or less?" his pilot replied. The sky was clear and the visibility was good for fifty miles in every direc tion. In the ocean below icebergs began to drift by, throwing back a reddish glow in the rays of the setting sun. Be fore long it was dark and they were flying under the stars. They passed two small ships, to each of which they sig naled with a flashlight. One gave an answering signal, a comforting touch in a broad ocean otherwise empty 0f humanity. Little cottony tufts appeared below, outlined clearly against the surface of the sea. Those were tiny clouds, Cham berlin realized -- the beginning of the storm area of which Dr. Kimball had told him. They grew larger and closer together, until there were long periods when the flyers were unable to see the dark water. They were at higher levels, too, and Chamberlin had to climb con tinually to get above them. In those days the only blind flying instruments were a bank and turn indicator and an inclinometer, which made flying in clouds in the dark an extremely hazard ous, almost suicidal undertaking. Chamberlin climbed the Columbia to If,000 feet and then, due to its heavy load of fuel, it would go no higher. Still the cloud banks loomed ominously in front of the plane's nose. "At that point I would have given plenty for a high compression engine and the power that goes with it," Colo nel Chamberlin told me. "I could then have gone above that soup without any trouble." As day was breaking, Chamberlin tackled the clouds. It was cold, the thermometer they carried in the Colum bia registering 31 degrees fahrenheit, and ice started to form on the wings. The only thing to do was to glide down through the mist and fly beneath the clouds--risky business, because if the cloud layer extended down to the sur face of the sea the Columbia would wind up her career by a plunge into the After several nerve racking minutes during which the altimeter needle crept from the 1,000-foot mark toward zero, the plane nosed out of the fog over five hundred feet up. Following Dr. Kim ball's counsel, Chamberlin at once turned south and soon came out of the storm area into a belt of fair weather with an unlimited ceiling. A ship came into view over the hori zon. It was only a small tramp steamer of Scandinavian registry, but the sight ETHYL YEWS [1 ftm ETC 31361 of other human beings buoyed up the spirits of the weary air pioneers. They spied another small ship, and then a huge trans-Atlantic liner, smoke pouring from her funnels, crossed the horizon. Flying close to her and waving to the cheering passengers who lined her rails, Chamberlin identified her as the iMauretania, one day out of Cherbourg. He knew then that he was on his course and only about 3SO miles from the coast of France. Farther on they passed the cruiser Memphis, bringing Lindbergh and his plane back to the United States, and the liner Transylvania before sighting Land's End, England, near sunset. The Cornish fields along the white chalk cliffs beckoned invitingly to the tired men, but Chamberlin had set himself a goal and he kept on. The European continent lay ahead-- and trouble! A huge cloud mass hovered over the land between them and the east. Chamberlin climbed the Columbia, much lighter now because of the fuel consumed, up to 21,000 feet, yet he couldn't get above the clouds. He didn't dare go into them in the dark and he couldn't go around them, so great was their extent, so that second night was spent in flying back and forth along the cloud front. Dawn found Chamberlin almost ex hausted. He felt that he couldn't go on unless he had some rest. Levine had been at the controls during part of the over water flight and Chamberlin believed his passenger could handle the plane safely for a little while, now that day light had come. Therefore, he told Levine to take charge and crawled back on top of the gas tank for a short rest. He had napped for only a few mi nutes when he was aroused by a terrific vibration. The Columbia was plunging earthward in a tight spiral, which is the next thing to a tailspin. In the rarefied air at 21,000 feet Levine had found the controls wobbly and had been unable to keep the ship in level flight. Crawling back into his seat, Chamberelin fought for control. So great was the vibration of the tail surfaces that he didn't dare bring the plane out of the plunge too abruptly for fear of rip ping off the entire tail assembly. Down to 4,000 feet he battled before he had the Columbia out of trouble. After that narrow squeak the Colum bia continued downward in a gentle glide until it came out of the soup be tween 500 and 1,000 feet above a river. The river flowed through a valley be tween two mountain ranges, and if the plane had gone a short distance to right or left of where it did go, it would have crashed into the side of a mountain in the clouds! Chamberlin flew on until his gasoline ran out. Then he landed in a wheat field near the tiny village of Mansfeldt, Ger many. The Columbia had covered a distance of 3,905 airline miles, 295 miles more than Lindbergh, in 43 hours and 31 minutes. A group of aviation pioneers meet in Paris in 1927. Front row, right to left, are Bernt Balchen, Commander Richard E. Byrd, lieutenant George O. Noville and Bert Acosta, who comprised crew of Byrd's America; Clarence Chamber lin, and Louis Bleriot, who was the first man to fly across the English channel. Aviation has gone far since that June morning in 1927. A modern streamlined transport plane or bomber, with two or more engines of over 1,000 horsepower each, can cover that distance easily in a great deal less than half the time Clar ence Chamberlin needed. But aviation cannot forget its debt to Chamberlin and the other daring air pioneers who, though short on equipment, were long on skill and courage. The Following Service Awards have been made as of August 1st, 1941 15 YEARS Earl Bartholomew Engineering, Dr. George Calingaert Detroit Chemical Research, Detroit C. H. Johnson Manufacturing, Deepwater 10 YEARS Raymond R. Faller Sales, Detroit 5 YEARS Margaret B. Rostaing Manufacturing, Deepwater M.Eleanor Dougherty Manufacturing, Deepwater P.Merritt Martin Manufacturing, Deepwater AVGUST 1941 [ 3 ] ETC 31362 Poison for Hogs in Knock Test Engines Technicians and Chemists from Four States Discuss Problems at Two-Day Forum in Tulsa. -- "WHAT can I do about fuse busters?" "What do you consider the critical oil temperature?" "Where can I buy a reference fuel burette?" Seventy C.F.R. knock-test engine men and petroleum chemists from four states gathered in Tulsa on June 13 and 14 to thrash out these and other ques tions at a two-day laboratory knock testing forum. Although broad theoretical problems in the held of octane rating and knock testing frequently have been examined by petroleum engineers, this was the first forum held by the technicians who operate the test engines, the men who bear the responsibility of maintaining the industry's standards of quality with these delicate machines. "Each knock test engine has a per sonality all its own -- some are fuse blowers, some are loud knockers, and some are just plain ornery," declared Hudson Kellogg, manager of Ethyl's fuel-testing laboratory at Yonkers, N. Y., and chairman of the meeting. "We're trying to depersonalize them." The 70 participants in the forum came from widely scattered points in Texas, Missouri, Kansas, and Oklahoma for the session. Carl Bartholomew, man ager of the Ethyl Tulsa Testing Labora tory, and Louis W. Shank, manager of Ethyl's Tulsa Division, were hosts. At the suggestion of several oil com panies the Ethyl Corporation, whose pioneer development work established the basis for present-day apparatus and Hudson Kellogg, manager of Ethyl's Yonkers Testing Lab oratory, leads the dis cussion. techniques in knock testing, sponsored the two-day conference to give the ac tual operators, the "men on the line" who run the all-important tests, an op portunity for discussing their own prob lems and offering suggestions in forum style. They.met at the Tulsa Hotel on the first day, and on the next day ad journed to the Ethyl laboratory for the second session. Hudson Kellogg sounded the keynote of the meeting in his opening talk to the men. "Knock rating is an art, which we hope to make more of a science. We want to level off the differences in C.F.R. engines, so one will act precisely like another -- in Tulsa, in Dallas, Kansas City, or wherever they may be. "But what to do about it? That's the question. That's what we're all trying to find out. So we thought that if you men who work with engines day after day, week after week, and month after month got together, all of us might be able to straighten out some of the kinks." Mr. Kellogg shed light on many of those kinks during his talk. Illustrating his points with more than 70 slides, he drew on the Ethyl Corporation's years of experience in a half-dozen fuel-test ing laboratories, and also described some of the latest findings in the search for newer and better ways of insuring re liable octane ratings for gasoline. He discussed various types of equipment available and operating methods used, recommending parts and techniques that have proved themselves most satis factory -- not only as tested in Ethyl laboratories, but also as reported by laboratories of customer companies and others who are faced with the same problems. No. 1 recommendation was preven tive maintenance. "It pays to fix the machines before they break down," Mr. Kellogg advised. "Use the standard equipment specified by A.S.T.M. and keep it in good shape. You get better engine behavior, better reproducibility, more accurate knock ratings. That ETHYL NEWS [ 14 ] *i*i ETC 31363 No. 3 at the Tulsa laboratory is one of the "just plain ornery" C.F.R. engines. J. V. Barton, Great Lakes Pipe Line, Ponca City; Paul Sargent, Continental Oil, Ponca City; Ethyl's Herbert Green; Willis Barr, Cities Service, Ponca City and A. W. Magers, Great Lakes, Tulsa listen to her heartbeat. Swapping theories on fuse busters, Ethyl's Webster Downer; Pred Edwards, Bureau of Mines, Bartlesville; George Engelland, National Refining, Coffeyville; Carl Bartholomew, who runs Ethyl's Tulsa laboratory, and Technician Albert Ramsey (extreme right) examine a "smoothie" to see what makes her tick that way. means the refiner is money ahead -- he is not spending more than he needs to for desired fuel quality, yet receives fewer knocking complaints. He advocated the use of such newly designed parts as the adjustable bounc ing pin, grounded knockmeter circuit, multiple speed induction motor, insu lated spark advance indicator, and the Mallory' distributor. The discussion which followed Mr. Kellogg's lecture brought nearly every man in the group to his feet at one time or another to ask a question or offer a suggestion. Piston rings, the handling of which has been a major bone of con tention among knock test engine opera tors as well as automotive engineers, were discussed at length. Each operator seemed to have a method all his own for coping with the eccentricities of the "bedeviling" bouncing pin. "It's like a game of golf," Mr. Kellogg remarked. "The other fellow's tricks never work." The knock test engine operator can look toward fewer headaches in the fu ture, Mr. Kellogg predicted. With con tinued research, many of the engine difficulties they now encounter will be overcome. Improvements such as a bouncing pin balance, automatic mix ture temperature control, automatic knockmeter overload protection, air filter, and perhaps in the more distant future, a more sensitive and yet more stable knock measuring instrument may be developed. Everyone in the group seemed to feel that they had gained many new ideas and helpful tips on operating and main tenance methods. One late comer who only arrived for the second day's labora tory session went so far as to say that he had learned more in 4J minutes than he had at some two and three day con ventions. Similar forums are now being planned in other cities for the "men on the firing line" who run the C.F.R. engines in oil company laboratories in other territories. Three Oklahomans enjoy the Oklahoma sunshine and the buet luncheon on the back steps of Ethyl's laboratory in Tulsa. They are A. W. Magers, Great Lakes Pipe Line, Tulsa; M. G. Colby, Sinclair Refining, Sand Springs, and }. V. Barton, Great Lakes, Ponca City. AVGUST 1941 [ 1S 1 H i "''IP mm. ETC 31364 '3^ After they are washed, lemons are 'car ried on a canvas belt past experts who sort them according to color. wear gloves to protect the fruit from accidental finger nail cuts that would permit the entrance of mold spores or other decay organisms. The fruit is clipped, never pulled, from the tree. Pickers wear sacks in which they place the fruit and from which they release it into a field box by opening a flap in the bottom of the sack. Oranges and grapefruit are always picked ripe from the trees. The best lemons, however, are picked green and cured in packing house store rooms. This curing process brings out the full juice content and turns the skins to the waxy yellow prized in the market. Trucks carry the field boxes of picked fruit to the packing house, where or anges, lemons or grapefruit are washed in a soapy solution, scrubbed with brushes to remove every bit of extra neous -matter, and showered with clear, cool water. Next, they pass over rollers and arc dried by blasts of air. An endless belt carries the fruit past the graders, who examine it carefully and separate it into different grades. In case of doubt about the internal con dition of a fruit, it is put through an x-ray machine or fluoroscope, which quickly reveals any defect due to frost or other'causes. When a defective fruit Ui M'cW appears, it is kicked off the belt into a discard bin by a lever. Oranges and grapefruit go through a sizing machine before packing, but lemons, due to their shape, are sized by the trained eye of the packer. From 60 to 75 boxes a day are packed by the average operator. These boxes then pass on a conveyor through an automatic machine which nails on a lid and straps each box in a single swift motion. A floorman picks up the stacks of boxes with a clamp truck and runs the fruit directly into refrigerator cars for ship ment to the markets. Although located 2,600 miles from the principal domestic markets for its highly perishable products, the Califor nia citrus industry today produces near ly 67 per cent of all the oranges sold in the United States and almost all the lemons. * TV. .-V- t K V- -rM E 'Si ticks carry boxes of freshly picked mges from grove to packing house. L .aa? ethyl news [ IS ] ETC 31365 consumer costs by telescoping time re quired to apply and dry them, such use also multiplied problems. Finished bodies were sometimes marred by contact with buttons on workmen's clothes and had I to be re-touched. Since such refinished bodies could not be rerouted through baking ovens without danger of over- baking, many experiments were tried. Finally the heat of ordinary electric lamps was found to be effective. From that small beginning the prac tice spread until it has now become common for assembly lines to carry automobile, truck and tractor parts in I an uninterrupted flow through "tunnels of light" in which hundreds of lamps converge infra-red radiation upon mov ing parts. In some cases drying time has been cut from an hour at 2 5 0 degrees to eight minutes at 371 degrees. Time is not the only saving. Since the radiation's direction and focus are controlled by reflectors, the "ovens" re quire no costly or bulky insulation to curtail thermal loss. So little heat leaks Lamps for Drying into Bodies from the lattice-like tunnels that men can work beside them in summer with out discomfort. The extreme sensitivity of control Use of "Lightless" Light and "Heatless" Heat Cuts Down the depends upon the use of gold reflectors. Gold is used because it is the best re Time Needed for Finishing Car and Truck Parts. flective medium for long-wave radia tion, and because it does not discolor. IN the automobile industry's effort to rearm the United States as speedily as possible, valuable time is being saved through the use of "lightless" light and "heatless" heat. Both, used for some time to build better motor cars, are now cutting down the time required to finish cars, trucks and ordnance parts for the on castings, enamels on die-castings, and finishing coats on wheels, steering columns, fenders, etc. In simplest terms, the infra-red radia tion of an incandescent electric lamp is merely that part of the energy which, forced into its filament, is useless as light because its wave-length is too long In the application of what automo bile workers call "heatless" heat, cold metal parts enter coils of wire from which they emerge hot. In these tunnels of wire loops, metals become feverish, though men feel no heat. The reason is that the tunnels are transformers with out secondary windings. Inside them metals become hot by induction. Since armed forces. In ever-increasing applications, new and nnusual advantages are being taken of the fact that, when electrical energy is converted into incandescent light, much infra-red radiation ("lightless" light) is lost as waste heat. Such heat is now being employed in to be serviceably visible. It is wasted energy because it emerges as heat at an outlet where light is desired. The automobile industry's first use of this wasted energy was born of necessity about a decade ago. In their constant striving to improve finishes of automobile bodies, the industry's engi the introduced metals constitute inter ruptions of electromagnetic flow set up by three-phase current fed into the coils by high frequency generators, they are "rubbed" by magnetism until they "sweat" heat. Men can stand in the tunnels and feel no heat unless they carry metal. hundreds of places along automobile as neers progressed from hand-brushed, This principle, used by at least one sembly lines. It dries metal parts after slow-drying, paints and varnishes to air- company to dry automobile bodies, is they have been bathed in cleaning com pounds and rust-inhibiting chemicals. sprayed, quick-setting nitrocellulose lacquers and synthetic resin enamels. widely employed in heat-treating, for it is most efficient where close control It bakes primer coats on bodies, paints Though use of the new coatings cut of high temperature is called for. AUGUST 1941 [ 19 ] ETC 31366 Mi! >1 ' ii l! i i1 i HMI; ! i : Honey Crows on Trees California's Citrus Fruit Industry Supports 200,000 Persons and is the State's Second Largest Source of Wealth. THE California citrus fruit industry represents an investment estimated at close to a half billion dollars. It supports about 200,000 persons and is second only to the petroleum industry as a source of the state's wealth. In addition, it is an important customer of many other industries, spending millions an nually for water, fertilizer, oil, pest con trol, packing boxes and other necessary supplies. Citrus growing in California had its beginnings in the latter part of the 18th Century when the Spanish padres above: Without irrigation citrus fruit trees would not grow during Califor nia's rainless summer months. left: The ladies recognize the value of lemons as an aid to beauty. brought orange and lemon trees into the territory and planted them in their mission gardens. The ancestors of these early trees traveled from China to lower California via Portugal and Spain. The first'orchard of any size was planted at the San Gabriel Mission near Los An geles about 1804. Nearly a century went by before the industry began to assume commercial proportions. With the coming of Amer ican settlers the first commercial plant ing was undertaken at Los Angeles in 1841 by William Wolfskill, who is gen erally credited with shipping the first carload of oranges to the East. On com pletion of the first railroad line to east ern markets, a car shipped to St. Louis in 1877 from Mr. Wolfskill's orchard is reported to have arrived in good condi- *mmmpiPP* ETHYL NEWS [ i6 ] etc 31367 In winter, orchard heaters protect orange and'lemon groves from frost. cion, despite a period of 30 days in transit. This transportation feat opened the eyes of American settlers to the com mercial possibilities of citrus fruits, then considered luxuries. They started groves, choosing for this purpose the Washington Navel, a new seedless orange of fine eating quality that had been sent in 1873 to the Tibbets family of Riverside, Calif., by William Saun ders of the Department of Agriculture in Washington, D. C. This orange, which had been imported from Bahia, Brazil, grew well in its new home. One of the two original trees sent to the Tibbets family is still alive and bearing fruit in a park in Riverside. About the same time another variety of orange, the Valencia, was introduced to California. The Valencia, which ripens during the summer, supple mented the winter ripening Navel orange and made possible a year round crop. The success of orange growing led to the planting of lemons, which also flourished in the California climate and soil. Growers banded together in a co operative association, today known as the California Fruit Growers Exchange, to meet the difficulties and problems which once threatened the life of the young industry. This group's most im portant act was the development of an irrigation system. Without irrigatio'n, citrus fruit trees would not grow in California, for the summer months are rainless. Water must be brought from wells or from distant mountain and river sources by canals and aqueducts. It is then piped or carried by open flumes into cement heads of standpipes, from where it goes into furrows between the rows of trees. Most groves are irrigated regularly at intervals of from three to five weeks, beginning in May and ending in Octo ber when the rains begin. United States Weather Bureau fore casts are essential in the fight against frost. On cold winter nights damage to fruit and trees is prevented by oil burning orchard heaters, which are placed between rows of trees and lighted when the thermometer reaches the dan ger point. Warnings are broadcast by the weather bureau to every district during cold weather. Every precaution is taken to insure protection of the fruit from the time it is picked from the tree until it reaches the consumer. All pickers and packers Power sprays are used to rid the trees of harmftil insects. AVGUST 1941 [ i7 ] ETC 31368 i : t i I i i i j T' Henry Ford swings an axe with all his strength against a plastic panel. Result; not even a dent. Plastic Bod; is on Iti Way Substitute for Sheet Steel, Made in Ford Laboratory, Will Absorb a Hard Blow from an Axe Without Denting. project is under the supervision of Robert A. Boyer, a young research chemist who has directed many of Mr. Ford's experiments to bring industry and the soil closer together. According to Boyer, the plastic developed for car bodies in the Ford laboratory is a mate rial composed of 70 per cent cellulose fiber and 30 per cent resin binder. "The fibers have very little strength by themselves," Mr. Ford relates, "but molded together under heat and pres sure they produce a material that is superior to steel in everything but ten sile strength. Even in that respect our plastic has one notable advantage. It will absorb a blow 10 times as great as steel can without denting." Motorists obliged to travel on icy streets will be particularly pleased with fenders made of this plastic material. Fenders can be broken, but minor col lisions which would put a bad dent in a steel fender leave plastic fenders un damaged. They simply spring back into shape after the impact because the plas tic, unlike steel, does not "take a set." From the car owner's standpoint, another advantage of plastic panels is that they can be impregnated with the proper color at the time they are formed. MORE than an ordinary amount of interest is attached these days to news from Dearborn that Henry Ford is ready to pull another industrial rabbit from the hat in the form of a plastic automobile body. Aside from the intriguing prospects it offers the motorist, the plastic body and the research behind it promise a solution to a headache now facing in dustry --a possible steel famine arising from demands of national defense. If steel production in this country is to keep astride the increased needs of de fense work, tons of the metal now used in other ways may have to be diverted. This would affect many industries, but none more than the motor car manufac turer. Anticipating such an emergency, Mr. Ford, as part of his research to find more industrial uses for farm products, began working years ago on a substitute for sheet steel. As evidence of his success, the Ford Motor Company probably will build a complete plastic automobile body late this year or early in 1942. It will be a test car, but if it meets with the success the pioneer automobile manufacturer is confident it will, the company can sharply reduce the quan tity of steel required in normal opera tion. The entire superstructure of the body, except for a tubular welded steel frame, will be made of plastic fiber. A complete set of dies for the first road model of the plastic car is now be ing built at the Ford Rouge plant. The A Ford laboratory worker mixes syn thetic resin and farm crop fibers in a preliminary step of plastic manufacture. ETHYL YEWS l - ] ETC 31369 If this can be done at low cost, it will save painting panels later and will pro vide a finish as enduring as the panel itself. The cost of impregnating the plastic with paint still is too high, but the chemists are making headway on that problem, too. "The plastic sheets weigh only half as much as steel panels of the same size," Boyer said. He added that the company has a number of formulae under con sideration for body panel plastics. The cellulose portion of a typical Ford experimental plastic consists of JO per cent southern slash pine fiber, 30 per cent straw, 10 per cent hemp and 10 per cent ramie. Ramie is an Egyptian fiber which thrives in many parts of America. Discussing the effect on American agriculture of the possible widespread adoption of plastic bodies by the motor car industry, Boyer said: "If we made a million cars a year with plastic bodies, we would consume at least 170,000 tons of farm products and 50,000 tons of synthetic chemicals. Needed materials would include 100,000 bales of cotton, 500,000 bushels of wheat, 700,000 bushels of soybeans, and 500,000 bushels of com. The wheat, corn and soybeans are interchangeable. We can use one of them or any com bination." Henry Ford, left, and Robert A. Royer, chemist in charge of the Ford labora tories, compare the impact strength of steel and plastic panels. The steel panel was badly dented by an axe blow. Other domestic materials needed in lesser amounts would include flax, pine pitch, sugar cane, glue, lard, hides and alcohol. The import needs would em brace cork, rubber and tung oil. Boyer pointed out that many plastic materials already have found practical use in parts of the modern motor car. Among the latter he cited steering wheels, horn buttons, control knobs, glove compartment doors, instrument panel assemblies, accelerator pedals, radio cases and grilles, tail lamps and lenses, small gears, and numerous parts of the electrical system. Safety glass has a plastic layer in the center. , "In its earlier stages the plastic mate rial we used in experiments had to have a high percentage of expensive resin to permit drawing and forming panels be tween dies in a press," Boyer explained. "This material was expensive com pared to steel. Now, however, a new pre-forming process has eliminated the need for high resin content. Under this method the fibers are suspended in liquid and deposited out on a screen of the approximate shape of the part to be reproduced. "The plastic then is impregnated with the low-cost soybean resin binder, and a semi-formed part is put under heat and pressure in finishing dies. We have some tough problems to solve, but I think we will lick them." AVGUST 1941 [1 The mixture of synthetic resin and crop fibers looks like this before it is put un der heat and pressure by the finishing dies. ETC 31370 Steel's Dp! (Continued from page 4) this particular manufacturing plant. It is entirely different from the older proc ess, which depends on alcohol. And in the newest Ethyl plant at Baton Rouge -- the one that Whitey and Dixon and Texas Joe and Slim are helping to erect -- the ELA process will have still fur ther improvements. They're a colorful crew, these steel men. Of the 32 trades that may be in volved in erecting a building, theirs is the most hazardous and the most inter esting. Bricklayers, stone masons, paint ers work on scaffolds with a guard rail behind them and a planked roof over head. Ten stories above, the "rough necks" move along three-inch needle beams with the casual sureness of a cat on the back fence. At heights that would make a circus acrobat think twice, they cross from one I-beam to another on a ten-inch plank with nothing under them but sudden death, carrying arm loads of tools or more planks. Their work is heavy but it's highly skilled. A gang of men, following the signals of their "pusher" like members of an orchestra, will hoist into the air a bright orange section of steel that out weighs a Pullman car, swing their clum sy load into position, lower it a half inch, another half inch, until the rivet holes meet exactly. Then the "erectors" will run a couple of bolts through, enough to hold it in position, and move on to the next piece while -the "fittersup" true up the great and small beams alike with a plumb line and bolt them securely in place. The rivet crew follows. One by one they remove the bolts, true up the holes with their drift pins, and batter another red-hot mushroom into place. Four men are in this crew -- the "heater," at the forge, the "holder-on" or "bucker-up," and two "drivers," who spell each other with the gun and take turns snaring the hoc ones out of the air in the V-bottomed catch-can. No man could run the gun for long stretches without rest; it weighs 33 pounds and delivers 1,000 blows a minute with 110 pounds of air pressure behind them--which is enough to be felt all the way down the column to the footing. The inspector, or "trouble man," comes after the riveters, testing each rivet by tapping it with a hammer. If it doesn't ring solid and true he'll mark it for replacement; the crew will have to chip off the head with a "buster" bar and drive a fresh rivet. Any one of the crew can spoil a rivet--if the heater leaves it too long in his forge, it will flake off when driven and be undersize and loose in the hole; if the catcher takes too long getting it into the hole it will be too cool for the hammer to work properly; if the bucker-up doesn't hold it tight, or the driver doesn't ham mer it solidly, it will be weak. Every body works together as a team. They have to work as a team. One crew, easy-going and smooth-working, will drive 600 rivets while the next one is fussing along with 300. On a single scaffold half the size of your desk top you may have three men clinging to the same column and working on the same joint--but they have to work smoothly even though the three may have come from three different countries. You'll find "roughnecks" hailing from a dozen countries, but rarely ever an Italian, a Pole, or a Negro. Among Europeans, the best steel men are the "Squareheads"-- the blue-eyed and tow-headed Swedes, Norwegians, Danes and Finns whose fathers and grandfathers earned their living high in the flapping shrouds of ships under sail. Among the Americans, a superinten dent of steel likes- to find a southerner. Your Virginian, your Tarheel, or your Texas longhorn may disown any ambi tion higher than settin' in the sun at a ball park with a bottle of Coke in his hand--but put him up where the clouds begin, up where the wind rattles the loose planks under his feet, and you've got a first-rate roughneck. He sets his old hat at a jaunty tilt; there's a cock sure, proud indifference in him as he walks along the swaying beams from one precarious perch to another. And there's a light-hearted, devil-may-care note in his voice as he bangs on the old catch-can and sings out -- "Ho-o-o -- rivet!" Published by Ethyl Gasoline Corporation Chrysler Building, New York City W. CARY HARRIS Editor FRANCIS V. V. ADRIANCE RUSSELL B. WESTON Associate Editors Correspondents SALES DEPT. G. Rosser Atlanta F. S. Cronin Baltimore B. R. Jones Boston A. B. Wyrick Chicago S. T. Pruitt Dayton D. S. Flynn Kansas City R. L. Goltz New York M. P. Murdock Los Angeles C. F. Naylor Seattle L. L. Huxtable Tulsa MFG. DEPT. L. Barnum Baton Rouge C. Wasserman Deepwater Dr. Beatty Chemical Research E. L. Barringer Detroit J. C. Pope Gasoline Testing The materiel in this publication may be reprinted provided due credit is given the "Ethyl News" or Ethyl Gasoline Corpo ration unless it is a copyrighted article. AUGUST 1941 VOLUME 8, NUMBER 8.. ETHYL NEWS [ 22'1 California's oranges ripen in the shadow ofsnow capped mountains [Seepage 16] ETC 31372 i'i *1 I i1 * 1 \ Rough Riders of '41 I OU'VE got to be tough to take the rough-and-tumble jolting of a modern tank or scout car. Tanks no longer waddle slowly over obstructions, but leap and bounce over rough terrain at speeds up to twenty-five and thirty miles an hour. Scout cars, like the one in the picture, can leave the highway and roll right across country'. Their crews--the '"rough riders of '41"-- must take the bumps. So must the ma chines themselves and the powerful engines that drive them. American engineers not only pro duce the best automobiles, but today they are turning their skill and inge nuity to the problems of gasolinepowered defense equip'ment--tanks, armored cars, trucks, airplanes and motor torpedo boats. Tliev are giving America the best equipment, the best engines and the best fuels in the world. We of Ethyl are privileged to help this vital work through both product and service. Ethyl'sproduct,anti-knock fluid containing tetraethyl lead, is used by petroleum refiners to improve gas oline. Without high anti-knock fuels we might not have had many of today's most efficient types of engines--the compact gasoline posver-plants that save weight and space where every pound and every inch count. Because Ethyl's anti-knock fluids are an important factor in the development of both fuels and engines, our re search laboratories in Detroit and San Bernardino cooper ate with both automotive and petroleum technologists. We function as a "clearing house" for technical information, help to coordinate many individual research efforts and con tribute the results of many, of our own tests and experiments with fuels and engines. Thus, by supplying an essential product and by offering the services of our research laboratories to technical men and executives in every phase of automotive development, we are, we believe, serving the nation. ETHYL GASOLINE CORPORATION Chrysler Bldg.,.Yew Xprk, N. T. mm etc 31373 ETC 31374 n IN THE ETHYL SEWS vfk SEPTEMBER 1941 i 4 *' i They Cut Cost Per-Mile By Two Thirds...................... The Dayton Power O' Light Company were pioneer users of a new fuel 3 Pistols For Fun.................................................................... 6 It's a sport that may pay off in national defense dividends Hub City Training 3000 Civilians For Bombing Attacks 8 Volunteer fire fighters will know what to do if air blitz comes In Place Of Pick And Shovel.............................................. 1.2 The Buda-Hubron earth drill eliminates the need for elbow grease Motorcycle Mechanics Wanted--Quick....................... 14 Harley-Davidson school is training them for the army at rate of 50 a month Portable Substation For Emergency Use....................... 16 Unit cuts storm or accident blackout time Farmers Honor Tractor-Pioneer....................................... 17 "Dauberman Day" is celebrated at birthplace of high compression tractor A Hundred Years Of Progress....................................... 20 Many inventions beneficial to mankind came from this Ohio city Ethyl Service Awards........................................................ 22 THE shattering of Pickett's gallant THIS .TTOvVTjtf'S COVER tured or killed soon afterward. charge was the decisive action of the Over three-quarters of Pickett's divi Battle of Gettysburg, turning point of the enemy. Facing a withering fire sion, 3,393 out of 4,500, were left on the Civil War. For two days, July 1 and which tore great gaps in the gray ranks, that bloody field. Two ouc of three bri 2, 1863, Lee's army had been hammer they closed those yawning holes again gade commanders were killed and the ing the Union wings unsuccessfully. On and again and came on fearlessly. Armis- third wounded, ten out of 15 regimental July 3 Lee resolved on a mass assault tead, one of Pickett's brigade command commanders were slain and the surviv f against the center, to be led by Pickett's ers, with less than 100 men actually ing five wounded, and one regiment lost I division, supported by Pettigrew on the broke through Meade's front line and 90 percent of its members. left and Wilcox on the right. captured a gun, as shown in the picture After this disastrous engagement Lee Pickett's troops had to advance over on the cover; but he was mortally retired into Virginia, never again to in 1,400 yards across open ground to reach wounded and all his men either cap vade Union territory. ETC 31375 They Cut Cost per-mile by Two Thirds The Story of the Original "Test Fleet" of the Dayton Power and Light Company. IT was the year a Chinese game called Mah Jong swept the country like a plague--the year many of us were sing ing a rather silly song called "Yes, We Have No Bananas". John Barrymore was having a tremendous success on Broadway in a play called "Hamlet" and a dried-up little Frenchman named Emile Coue was having almost equal success with a slogan designed to bolster everybody's ego -- "Every Day, in Every Way, I'm Getting Better and Better." Remember? It was 1923. Presi dent Harding died suddenly on August 2 of that year and a man little known outside his native New England, Calvin Coolidge, took the Presidential oath of office by the light of a kerosene lamp in a rustic farm house in Vermont. You will find all this duly recorded in history books dealing with the period, but nowhere will you find any reference to an occurrence which perhaps had more significance for the public in gen eral than anything else that took place that year. This event in itself was simple enough. A man driving down Main Street in Dayton, Ohio, in a Model T Ford, which was knocking like the seven furies, drove" into a gasoline filling station at Sixth and Main and ordered a tankful of gas. When he drove out of the station the motor was no longer knocking. It's hardly a story you'd expect to find in a history book or even a newspaper. Yet commonplace as this incident might seem it marked the beginning of a trend that vitally affected two great indus tries and brought important benefits to the general public. The circumstances surrounding this untold tale were a little out of the ordi nary. In the first place, the man driving the Model T happened to be Fred Lewis, garage superintendent of the Dayton Power and Light Company. In the sec ond place, the service station, owned by Fred Lewis, garage superintendent of the Dayton Power and Light Company. the Refiners Oil Company, was the only one in Dayton or anywhere else selling a new fangled kind of motor fuel called Ethyl anti-knock gasoline. A sign read ing "Anti-Knock" had caught Fred Lewis' eye as he drove along the street. As garage superintendent for a big util ity company operating a fleet of 65 units, Fred Lewis had had plenty of headaches with knock and was on the lookout for something to stop it. The next morning Lewis called up his boss, O. B. Reemelin, general super- This chart shows how the Dayton Power and Light Company reduced operating costs. 1 day in 1923 the benefits of better anti knock fuels have touched everyone us_ - ing motor transportation. Much of the efficiency of the present-day automobile is due to them. Trucks haul bigger pay. loads and buses carry more passengers because of them. Airplanes fly higher, faster and farther because of them. In 1927 the Dayton Power and Light Company made a comprehensive report on their experience with Ethyl gasoline. Parts of it will be interesting to both oil and automotive men. It showed a very satisfactory reduction in cost per mile. This came about not from any ap preciable gain in miles per gallon, but from greatly decreased maintenance and repair costs, increased availability of equipment and longer car and truck intendent of Dayton Power and Light This service station in Dayton, owned life. Company. "Mr. Reemelin," Lewis said, "I want you to take a ride with me." by the Refinery Oil Company, was first in the world to sell Ethyl gasoline. The gain showed up in another way. Equipment that a mechanic thought might require an hour's work often "Did you say take a ride?" asked in a month. Assured by Midgley that an stood in the shop 12 hours or more be } 4t Reemelin. "Listen, Fred, you know I've got too much to do to be gallivanting around the country during business ample supply would be made available, Reemelin agreed to the use of the D.P.&L. fleet as a sort of proving fore anyone got around to it. Thus the cost of actual repairs was negligible compared with the loss of equipment \\ hours." ground. New Ethyl fluid mixes would for many hours. Fred Lewis adopted a "Well, this is a little more than a ride be thoroughly tested in the Dayton policy then of not permitting the re Mr. Reemelin -- it's a kind of demon fleet; the effect of different mixes on moval of a head unless he is convinced 3 stration. I think we can save the com motors and parts would be carefully it is absolutely necessary. The policy is pany some money." checked. still in force today. As a result D.P.&L. They spent several hours cruising up This proved to be a happy arrange has no spare equipment. Every unit is hill and down dale on the roads around ment for both parties. The sponsors of expected to be and is on the road evenDayton. The car had more power on Ethyl gasoline got a practical research day. hills than it had ever had before; there testing ground and Dayton Power and Other gains shown in the report were was no knock; the motor ran cooler. Light's fleet had the services of Ethyl (1) depreciation figures on equipment Reemelin was much impressed. engineers as well as the improved fuel. showed an improvement of almost 25%; "Who makes this stuff, Fred?" he Another happy result was that when (2) fouling of spark plugs ceased; (3) asked. word got around that the Light Com overheating declined to the vanishing "Tom Midgley and Charley Kettering pany fleet was using Ethyl gasoline it point; (4) bearing wear decreased. One are behind it -- it's sold by the General became "respectable". Oil companies group of 52 units piled up a total of Motors Chemical Company," Lewis re pricked up their ears. The sales curve over a million miles without having a plied. began to rise. On the other side of the pan off. Must be all right then," Reemelin picture the D.P.&L. fleet began to oper One of the intangible benefits, ac said. "I know Midgley -- I'll call him ate more smoothly -- motor knock dis cording to Fred Lewis, was the effect of up." appeared and the cost-per-mile curve smoother engines on the drivers. The The two men met at lunch the next began to descend almost perpendicu attitude of many of the men toward day. The hrst thing Reemelin wanted to know was whether he could get suffi cient quantities of Ethyl gasoline to operate a fleet of 65 units day in and day out. It was a pertinent question be cause the anti-knock motor fuel was on sale at only one service station then and the D.P.&L. fleet used a lot of gasoline larly. (See chart.) The real significance of Fred Lewis' stop at a service station goes much deeper, however. Without doubt the de cision of a large fleet operator to use Ethyl gasoline helped to focus attention on an important attribute of gasoline-- anti-knock quality. Since chat spring their jobs underwent a marked change. They became more polite and friendly to customers and the public generally-- they even told them about a wonderful new gasoline that stopped knock and made motors run better. Meanwhile important technical data was piling up for the guidance of Ethyl ETHYL .YEWS [4] ETC 31377 (General Motors Chemical Company became the Ethyl Gasoline Corporation in 1924) engineers and chemists. By 1927 the D.P.&L. fleet had grown to 128 units ranging in size from small passenger cars to heavy duty trucks. It reflected accurately service conditions in many different types of motor ve hicles. Fred Lewis acted as watchdog of the records and he' had an uphill battle for a while. No matter how often they were told, drivers and mechanics would oc casionally yank an experimental spark plug and stick in another. The business of keeping careful records of the type of vehicle, the engine number, odometer reading and other data seemed like a lot of nonsense to them. But they gradually learned and now take almost as much interest as Fred Lewis does. The arrangement was so satisfactory that it was renewed in 1927 and is still in effect today. The D.P.&L. fleet has now grown to 263 units, 174 of which are used in the experimental work. Last year the fleet piled up 3,179,000 miles. There are always a certain number of units in the fleet which carry test valves and spark plugs. Different valve steels are tested 20 sets at a time. Sometimes a large number of units runs for a year and a half on experimental valves or spark plugs. The plugs are invariably operated until they fail, without clean ing or re-gapping. After the tests are finished each experimental valve and plug is sent to the Ethyl Engineering Ladder carrying trucks like this were designed for repairing arc lights. Back in 1882, long before the days of the automobile, electric service man traveled via horse and wagon. in Detroit, togetner a complete record. This program of continuous experi mental work may be classified under the heading of public service. There is hard ly a car or truck or bus on the road today that has not benefited from some of the data compiled in Dayton. Defi ciencies in materials discovered in these tests have inspired engineers to find bet ter materials. Some of the first steelite valves were tried out in the D.P.&L. fleet and several new types of electrodes and ceramic materials received their baptism of fire there. Each of the changes in mixtures for Ethyl and Q anti-knock fluids have received thor ough tests at Dayton as well as else where, before being put into general use. The work at Dayton is only a small part of the total effort expended on find ing better and better materials for spark plugs and valves, but D.P.&L. deserves special commendation as perhaps the first major fleet operator to permit reg ular service equipment to be used for test purposes. Today the Dayton Power and Light Company is probably the oldest regular user of high octane gasoline in the world. The company began on June 1, 1923, and has never used anything but Ethyl gasoline since. Never in all that time has the fuel used contained less than 3ccs of tetraethyl lead. Today 3ccs of lead added to a good base stock gives them a fuel of approximately 84.2 oc tane number which is used in all of the 263 units. During the past 18 years D.P.&L.'s cost per mile, exclusive of de- (Cotttinned on page 22) SEPTEMBER 1941 [5] ETC 31378 SKILL with pistols surpassing the most ambitious dreams o the old duel- lists with their clubbed hair and tight breeches is being developd by ever-in creasing thousands. It's a sport--possi bly the fastest growing sport in America today -- and one with as much thrill in it, as much fun, as much man-to-man competition as golf or tennis or bowling or what-have-you. What's more, in these days of blitz kriegs and parachute troopers, it's a sport that might pay off, in National Defense and home -- and self-protec tion. Lots of men think so, at any rate, as is proved by the talk along the firing lines and by the marked upswing in target club memberships these past two or three years throughout the na tion. Over 3,400 clubs are now affili ated with the National Rifle Association and they estimate there will be 4,000 N.R.A. clubs by the end of the year. Thirty thousand shooters have register ed for 1941 tournaments--and usually only the top few from any club go in for these scheduled matches. Four or five "unregistered" matches are held by most clubs for every one that is regis tered with N.R.A. Substitute a perfectly balanced mod ern firearm for those old smoothbores; substitute a friend beside you for an enemy in front of you; substitute a black bulls-eye for a man's shoulder as a target; make the distance twenty-five yards, or fifteen, or fifty -- and the game is no longer duelling, but it is sporting. It's not a game necessarily "for men only" either. The little wom an, if she has eyes for other than deco rative purposes and steady hands and patience, is as apt as not to shoot as well as her lord and master. Hitting the chalkline with a fast fore hand or sinking a fifteen foot putt for a birdie is no greater thrill than seeing is a score of a hundred out of a possible changing problems for the addict. It's a the "tens" add up on your score-card hundred. Ten "tens". Ever try to tie game you can play from a wheel-chair, \' as you hold and squeeze 'em in there together ten perfect shots on a golf and a game that can give an iron-nerved with a pistol. And, gentlemen, unless course? Or ten strikes? Or ten service athlete the jitters. It's so-o simple! Just you have bowled 300 or won the cham aces? You get the idea, don't you? It's hold -- and squeeze. But the champs, pionship at your golf clubs, you ain't nice work -- if you can get it!) the William Tells of the six-guns, are seen nothin' in the way of sport thrills Pistol shooting is a game of infinite out there day after day on the firing to compare wich your first "possible" in variety, simple enough for the once-a- line, pouring string after string into the match competition! That's something! month shooter plinking at tin-can tar targets, trying to do it. And how they (A "possible", in case you wondered. gets, complex enough to provide ever- love it! You'll love it too, if you try it. ETHYL NEWS [61 mmmmHP** ETC 31379 . ter>s kit i Target shooter s i srS'f 4. Colt national match spotting^. 33 calibre. * " * ifsissi? J' r`~'r ,, -4'* ., - 4.-. f*. .' It's a game that is fun alike for the novice and for the expert. Competition makes any game better, but pistol shooting is one game you can play -alone and like it. Your real oppo nents, whether you're shooting alone or in a match against an entry of hun dreds, are yourself and your weapon. (Yourself, mostly. The gun has no nerves!) And those opponents will be present wherever you set up your tar get, whether you're a plinker or an all calibres medal winner. It's an odds-on bet, however, that there's a target club within a few miles of your doorstep. You may not know about it (target clubs seldom advertise), but it's more than apt to be there -- and the love of a gun is the one requirement for a welcome. Another nice thing about this game is that you can make it as inexpensive as bridge at a tenth of a cent or as elabo rate as your circumstances and inclina tions dictate. Club memberships are in expensive -- ten dollars a year or less, on an average; and for equipment you can write your own ticket. A good .22 pistol is the smart buy for the beginner. If there's any chance that you'll ever enter match shooting (and there is!), you'd probably better make it an automatic. (Technically, it will be a semi-automatic. A true automatic keeps firing as long as the trigger is held back. The gun you'll buy will fire once each time the trigger is pulled.) That choice will save you the necessity of cocking, which isn't much of a problem at slow fire but requires fine skill and infinite practice for timed and rapid. Your .22 should cost around twenty dollars or upward. Not much less, be cause a good gun is worth that; and the better the weapon you buy in the begin ning the less the likelihood that you'll outgrow it and have to buy another. A Colt match target woodsman will cost a bit more than forty dollars (plus such extras as the special grips pictured) and is far more accurate than any shooter and good enough for the champions. Ammunition will cost you about seven ty cents a hundred shots. And in that purchase you will have a toy that will keep you amused a life time. Amused -- and baffled! Just as Old Man Par baffles the golfers. There's no such thing as a perfect golfer -- or a perfect marksman. But it's fun trying! Of course, once you have tasted the bittersweet thrills of match shooting you will probably want to try its other angles. Your .22 will be your mainstay; you'll probably shoot it in two out- of every three matches you enter. But the center-fires (the .32s and .38s) and the big square-jawed .4Js will taunt you with their untried challenges and fill you with a yearning and from then on-- you're a gun-fan, and heaven help you! By that time you'll be complaining because you can't get enough practice and you'll wonder if there isn't some way to practice at home without arous- (Continued on page 22) SEPTEMBER 1941 C7] n i- iv \ \-. ui< ii! Citizen firemen get a real thrill from this sort of training. ETHYL NEWS l8] Hub CityTraining 3111111 ( ivilians For Bombing Attacks Large Force of Volunteer Fire Fighters to be Ready for Duty if Air Blitz is Unleashed. By Martin Sheridan (Martin Sheridan Feature-Fotos) REPEATED bombings of London have made it clear that next to the RAF and its fighter planes no defense group has shouldered a heavier burden than the city's fire fighters. Stories of the valor ous deeds performed by both profession al and volunteer units will be told and retold in the years to come. This will be especially true of the volunteer citizenry without whose aid London to day might be a blackened and smoulder ing shambles, utterly devastated by in cendiary bombs. It is said that already nine per cent of England's fire fighters have been killed in action. In vieW of the possibility of a hostile power bombing American shores, Bos ton, almost a day nearer Europe than any other eastern metropolis, has taken nothing for granted and is going ahead with the organization of a volunteer fire fighting force adapted to conditions peculiar to that city. If an invasion of these shores should be attempted, Boston does not propose to be caught napping. Many of the buildings in metro politan Boston are third class wooden structures, and in case of bombing the Hub City would suffer heavily. Regular fire fighters would have a difficult time getting through debris-filled streets which are narrow and winding. Fire Commissioner William Reilly realized this when he first undertook a study of the problem in terms of national de fense. With the organization of the first school for civilian volunteer firemen, the entire list of eligibles for appoint ment to the fire department was ob tained from the civil service commission MEN WANTED At<=> 23-55 VOUNTEEI CIVlUAff AlttlUAIY FIRE FORCE CITY OP BOSTON and invitations were sent to all to enroll in the civilian fire fighting force of Boston. It was made clear that there was to be no pay. More than 45 0 "sparks" were signed up for the same training that is given to regular firemen upon entrance into the paid fire department. Sixty hours of drill time were completed at 12 fire stations and special certificates were awarded to the graduates. Each man was presented with a special fire line pass, acknowledging his membership in the Boston Fire Department Civilian Auxiliary Force and carrying a small photograph of the bearer. So once again Boston has volunteer firemen. The old call men -- paid $3.84 a week -- went off duty for the last time in 1907. The regular fire fighting force consists of-1,700 men. Present plans call for an eventual total of 5,000 firemen and volunteers to man the city's 5 0 fire stations. Whether war comes or not, this system will be continued until such time as it is found to be of no value. After the first group of men was above, left: Handbills urge civilians to enroll in the auxiliary fire force. above: The job of carrying a heavy man down a 3 0-foot ladder is too diffi cult and dangerous for a novice. SEPTEMBER 1941 [9 ] Captain 'William ]. Shepard instructs a civilian fire fighter in the use of a life line gun. trained, posters were printed and dis played in fire house windows. They read, in part, as follows: "Volunteers will be called only in case of emergency disaster in peace or war." Hundreds of men enlisted in the new campaign. Officials checked applica tions, telephoned employers for each person's qualifications and background. Two age groups were formed to include young men from 22 to 35 and older men from 36 to 5 5. The latter perform less strenuous duties. Forty pieces of spare apparatus, in cluding engines, hose wagons and pum pers, have been stationed in. strategic parts of the city for aid in practical instruction. Even after completing the instructions, members of the auxiliary force continue to report once every two weeks for a drill in the stations to which they have been assigned. Many valuable lessons learned by English fire fighters have been included in the training course. For instance, in cendiary bombs dropped by the thou sands on British cities have contained aluminum or magnesium powder, which ignite easily with the oxygen in water, setting free the hydrogen to form a highly explosive gas. If a hose is turned on such a bomb, unless it is done skill fully, it will only spread the flames. This fact was proved by United States De partment of Agriculture chemists dur ing their investigation of fires in alum inum plants a few years ago. It was found that if a very gentle spray is turned on the flames the hydro gen is released slowly and its rate of burning can be controlled. "The difference," said one chemist, "is comparable to lighting a jet on a gas stove and lighting a match in a room full of gas." "A fog nozzle is being used through out England," explained Deputy Chief Dennis J. Coughlin, in charge of Bos ton's Auxiliary Force, "to combat the destructive thermite bombs which burn at 7,000 degrees Fahrenheit, This tem perature will affect even steel girders, so you can imagine the damage a num ber of these bombs would do to Boston's West and South Ends. Use of the fog nozzle produces a heavy foam which ETHYL YEWS [ io ] doesn't put out the fire but prevents it from spreading to adjoining buildings." Fire protection in wartime is almost entirely a civilian responsibility. For this reason the National Defense Ad visory Committee named a group of engineers, Army and Navy officers and fire chiefs, headed by Mayor Maurice J. Tobin of Boston, to organize this branch of the nation's defense. The committee reported that Ameri can professional firemen are well trained in the latest methods, yet they probably would be inadequate in the face of a concentrated shower of incendiary bombs. Many small cities and some large ones, it was revealed, are protected only by volunteer departments with little training. So vital is the need that courses in fire fighting have been organized in several colleges. Boston is much further along in de fense preparations than any other city in the country. Transportation com mittees have been organized to function in case of evacuation of crippled chil dren, aged and infirm persons. Special communications systems have been de veloped with the assistance of amateur stations. If the fire alarm system should break down, and communications are cut off in Boston, "ham" radio operators in sur rounding cities and towns will gather together under a prearranged system to re-establish service. The older civilians in Boston's volun teer auxiliary force have a modified drill program, planned to release them from strenuous work. They have been trained to lay hose, use fire extinguishers, and set up portable lighting equipment. Another ramification in the auxiliary fire system is the formation of special brigades in commercial and industrial plants. Every manufacturing plant which has received a government de fense order has been inspected by F.B.I. agents. Although some industries have their own fire-fighting groups, many of them can stand special training and in struction. Boston Fire Department officers have inspected many of the plants with de fense orders to suggest regulations that will help to prevent fires. In addition, they have pointed out the proper places for the location of extinguishers, con ducted fire drills, and in larger plants trained employees in the fundamentals of fire fighting. Some employees have been taking the regular civilian auxil iary course. Volunteers from as distant as Springfield, Pittsfield and Worcester have also enrolled. "By the time such a need as may be foreseen arises," said Commissioner Reilly, "no one knows how many in formed 'sparks' there will be among the civilian ranks. Properly organized, prop erly contacted, if only fifty per cent of the volunteers respond in an emergency, Boston will be a great deal better off than it would be if this training had not taken place." left: All gas masks are tested in a smoke chamber, right: A volunteer practices the "fireman's carry" SEPTEMBER 1941 [ ** ] In Place of Pick and Shovel Army Adopts Peaceful Earth Drill for Doublequick Hole Digging "blitzkrieg" possible. Now America, home of automotive progress, is adapt ing the fast tireless power of flaming gasoline vapors in steel cylinders to every type of use from pursuit planes to ditch digging -- to make anyone else's blitz krieg impossible. - 1 Ii I ! :" - 1 !" : ii I; J ' ,1I ;j < t* ' ? ii i! * 4 l ' V - \ Land mines in holes like these can be set in minutes instead of hours. Deep enough to be safe for any "friendly" traffic, they are powerful enough to blow that section of the road to sham bles when enemy traffic comes. A minute and a half is all it took to dig this hole five feet deep and eighteen in ches in diameter. In ordinary soft soil the Buda drill will make it twenty feet deep and twenty inches wide in less than twenty minutes. Time for other sizes and depths ranges between these two. A special drill will go fifty feet deep. ETHYL 1VE1VS [ i1 1 ETC 31385 The dirt flies as the power drill goes into action. An upright support for the rifle range at Fort Custer, near Detroit, will go into the hole. Later such drills may prove indispensable for digging holes in which to lay land mines under bridges, roads, railroad embankments, for build ing tank traps, or for the construction of emergency roads, bridges, founda tions, and artillery emplacements. Where piles are needed and the soil is too tough for them to be driven, the Buda drill will rapidly dig holes of the right size and depth. The Corps of Engineers is supplying its regiments with these earth borers, for use in any operation re quiring the digging of many holes in a short period of time. ttt' Steel rails set in holes provide a quicklylaid defense against tanks. Bore and depth of holes is readily changeable to meet various needs of Army engines in action. Holes may be drilled at angles up to 4 5 degrees. Ready to roll. The business end of the Buda-Hubron Earth Drill as manufac tured for the Engineers Corps. Orig inally developed for putting in telephone poles, sinking piling in construction work and for other normal industry uses, earth drills are being made in large quantities for our mechanized army. A 4-cylinder gasoline engine powers the drill. The truck is heavy duty 4-wheel drive. SEPTEMBER 1941 [ *3 1 ETC 31386 ! Motorcycle Mechanics Wanted- J \ 1 4 : i' i 5 !* vJ ! `l :u ji *1 J i' i- j Harley-Davidson School at Milwaukee Trains Fifty a Month for Emergency. MECHANIZED army plans call for motorcycles by the thousands. In the new armored divisions they are a key cog -- besides the thousands needed for courier and scout duties with regular divisions. And mechanics to keep them running must be added as fast as the army increases its motorcycle comple ment. So Harley-Davidson today making motorcycle mechanics as well as motorcycles on rush orders. One of the two of the Army's train ing schools for this purpose, the Mil waukee school, has already turned out nearly a thousand graduates and wel comes fifty new candidates a month. The course is an intensive four weeks of classroom and workshop instruction, eight hours a day, five days a week. A number of changes have been necessary since the school started in July 1940 but there are few disappointments among the picked students today; four weeks after entering they are expert. Students are selected from Army posts all over the nation on the basis of previous knowledge and aptitude for mechanical work. Both draftees and ---'vVAxVi.Jvi--tvt --'I .. ETHYL YEWS [ 14 ] ETC 31387 regular Army men, from the new ar mored divisions and from other outfits which use motorcycles, are chosen. Dur ing the course about three-quarters of their time is devoted to manual training ,ind actual workshop practice, while the ocher quarter is spent at lectures and in the study of engine theory. Instructors are veteran Harley-Da vidson experts who have had many t ears of experience in training mechan ics for service in civilian, police and mi litary fields. Several of them have spent time in Army camps as technical advis ors, thereby gaining a first hand knowl edge of the Army's problems. In addition, experts from allied indus tries are frequently called in to lecture on their specialties. Among these men is L. A. Dollahan of the Ethyl Corpora tion, who gives talks on fuels and mo tors to each monthly class. During the first months of the school the men kept whatever hours they de sired, except for regular class atten dance at fixed times. They lived at vari ous boarding houses near the HarleyDavidson plant. Last April, however, Lieutenant J. J. Roth was sent by the Army to take charge of the school and look after the students' welfare. He moved them all to one hotel in down town Milwaukee, where they eat to gether and ride to classes in a body. Each group is now under Army dis cipline and must be in bed by 10:30 p.m. on nights before classes. Rising hour is at 6:30 a.m. Instructors say that the inauguration of this system has re sulted in better work. At the beginning of the course the functions of the various parts of a ma chine and its motor are explained in lec tures. The student mechanics then tear down motorcycles and put them to gether again in the workshop. After these steps are learned thoroughly, the instructors take parts from machines when students are absent. The students must then decide what parts are miss ing, select the proper spares from a large assortment in the workshop and install them correctly. Toward the end of the course each student takes out an ailing motorcycle on a test run, diagnoses its trouble and repairs that trouble. Stress is laid on the (For other pictures see page 23) problems and ailments which result from the rough treatment Army motor cycles receive during maneuvers. AH tools used in the school are those which a mechanic would be likely to have available under actual field conditions, and no time is wasted in familiarizing men with the intricacies of complicated gadgets which they may never see in military service. "We teach them to do things well and fast the hard way," explained Orrin Lamb, chief instructor. Students are graded weekly on their working efficiency, attitude, initiative, and co-operation. On completion of the course they receive a final grade and are recommended for jobs when they return to camp. The best men are named for instructorships, posts which usually bring to each appointee an advance in rank accompanied by a boost in pay. Those who have shown outstanding ability to absorb knowledge but little aptitude for teaching others are recom mended for jobs as shop foremen. The others go back to serve as mechanics, but they are better mechanics for hav ing taken the course. SEPTEMBER 1941 [ if ] ETC 31388 g| ' '1 I it \I !i - |i !i Portable Substation for Emergency Use Mobile Unit Can Restore Power Quickly If Regular Service Breaks Down. OUT of the Westinghouse Trans former Division there recently rolled a "power guardsman'' on wheels, ready to keep electric power flowing to na tional defense industries, hospitals and homes. Built for the Cincinnati Gas & Elec tric Company, this mobile substation is essentially a transformer that can re store power quickly if a regular substa tion should break down. Transformers are the necessary distribution links be tween high voltage lines and factories or homes, reducing voltage to usable stages. Tf the lights in a city go out because of trouble developing in a regular sub station, a power company can speed a trailer unit to the scene and "plug in" to the power line, restoring power in a short time. The four-wheel trailer car rying the mobile substation can be towed on a highway at speeds up to 40 miles an hour. Portable units can also be substituted for permanent substations shut down for inspection or maintenance work. Another use is supplying power for con struction work. One of these flexible substations, Westinghouse engineers ex plained, can take power from a 33,000 volt line and step it down to 4,500 volts, or the same unit can transform 13,200 volt power to 4,500 volts. Heart of the portable substation is a compact transformer in which the core and coils are laid on their side and cooled by forced oil circulation. Thii transformer is an outgrowth of a trans former which was developed several years ago to fit into the small space of an electric locomotive. The new port able transformer is about one-fifth as large and weighs three-fifths as much as a permanent substation of the same rating. This 2,500-kilovolt-ampere unit or dered by the Cincinnati Gas & Electric Company is only 10J4 feet high, per mitting it to go through underpasses on highways. It is eight feet wide and 14 feet long. The combined weight of transformer and trailer is 12 tons. Last December Westinghouse shipped to the Public Service Company of Northern Illinois the first completely factory-assembled portable substation in the United States. The Sharon Division is now at work on four additional units. One will have a 4,500 kilovolt-ampere rating and will be used on 44,000 volt systems serving several companies making machine tools for national defense production. This substation will be capable of sup plying power for a community of 15,000 people. i. i. ethyi jvews [ 16 ] ETC 31389 Crowds of Illinois farmers photo at top of page) left [licit threshing for a day to honor Clarence Dauberman (center) with a plaque and testimonials for |,is pioneer work in developing the liich-compression, gasoline-pow ered tractor. The 16-year-old ma chine he experimented on (right) is now in museum. Farmers Honor Tractor Pioneer "Dauberman Day" Celebration Fetes Farmer Who Pioneered Automotive-Type Tractor, Opening New Market .for Fuels and Lubricants. "It's a bee-yii-ti}nl day in Kaneville and marc beautiful on the farm of Clarence Dauberman, located approximately one inde west of Kaneville, Illinois. Today u e arc present at the dedication of a plaque commemorating a revolution in farm power--the birthplace of the high compression tractor . . . ." THUS famed Everett Mitchell, whose voice is known to millions as the regular announcer on the National Farm and Home Hour, radio's premier coast-tocoast farm program, proclaimed "Clar ence Dauberman Day" before a dozen leaders in agriculture and industry, a SEPTEMBER 1941 [ -7 ] / . the birthplace of HIGH COMPRESSION TRACTORS TO GIVE RECOGNITION TO V. CLARENCE L. DAUBERMAN AND THE CONTRIBUTION HE MADE TO AGRICULTURE THIS MARKER IS PRESENTED BY THE Illinois agricultural Association AND THE KANE COUNTY FARM BUREAU JULY 31. 1941 ITHAS ON THIS FARM JULY31.1934.THAT HE CONVERTED HIS TRACTOR TOHIGH COMPRESSION HE IS A PIONEEP IN THIS.- A MAJOR DEVELOPMENT IN FARM MECHANIZATION ETC 31390 crowd of hundreds of Illinois farmers and a radio audience estimated at 7,j00 000. Although this was essentially \ farmers' party honoring a pioneer farm er for an outstanding contribution to agriculture, the marketers of petroleum products of the nation might have put up a companion plaque reading "In commemoration of the birthplace of the high compression tractor and an impor tant market for fuels, lubricants and greases." For here, on a typical Illinois farm, Clarence L. Dauberman started a revo lution which not only brought better farm power to hundreds of thousands of farmers, but which developed one of the greatest potential markets for petroleum products. Here an experi ment by a dissatisfied farmer turned into the chief reason for an increase in tractors in use on farms from 1,200,000 in 1934 to approximately 2,000,000 in 1941. Since the average farm tractor consumes yearly 1,000 gallons of fuel, 30 gallons of crankcase oil and 30 pounds of greases, it requires only a little multiplication to determine what this farmer's experiment has meant to marketers of petroleum products. It is also a market that holds much promise for the future. Robert M. Gaylord, president of the Illinois Manufacturers' Association and one of the principal speakers at the "Clarence Dauberman Day" ceremonies, declared that the production of new tractors this year will reach 300,000, a new record. This rate of production caused one speaker to predict that the America's first high-compression farmer, Clar ence Dauberman (at top), receives a brand new Farinall from International Harvester's chair man, Sidney C. McAllister. Farm neighbors (its center photo) came from all over Illinois to hear the ceremonies, share 500 home-baked pies. Speakers of the day (at left, reading left to right) included farmer Dauberman, S. G. Mc Allister, Prof. R. 1. Shawl, head of agricultural engineering at Illinois 17.; Earl C. Smith, state and national farm leader; Robert M. Gaylord, president of Illinois Manufacturers' Association; and Ethyl's high-compression prophet, George Kriegcr. It was Kriegcr who suggested and super vised the experiment on Dauberman's tractor seven years ago. Honored as a joint pioneer, he was introduced on the program as "a man who has been preaching the gospel of the high-compression tractor for 11 years . . . Agriculture owes him a great debt." ETHYL YEWS [ x8 ] etc 31391 number of tractors in operation will double in the next six years. Already the farm market consumes one fourth of the total U. S. production of petro leum products. "Clarence Dauberman Day" was a nala event in Kane County and one that attracted nation-wide attention. It was covered by two separate radio broadcasts and a number of representa tives of the press. Busy industrial and agricultural leaders traveled consider able distances to attend. Farmers dropped work during their busiest sea son to be on hand. Farm women in the neighborhood worked like beavers for days before the celebration making ar rangements to feed the hungry throngs. The famous boys' band from Mooseheart, Illinois, and two radio acts fur nished by Station WLS entertained the crowds. An eighty-acre parking field was set aside. The principal speakers at the cere monies, in addition to Mr. Gaylord, were Earl C. Smith, president of the Illinois Agricultural Association and vice-pres ident of the American Farm Bureau Federation, who presented the plaque commemorating the event; Professor R. I. Shawl, head of the agricultural en gineering department at the University of Illinois, who accepted the original tractor, "the daddy of all high compres sion tractors" for the museum at the university; Sidney G. McAllister, chair man of the executive committee of the International Harvester Company; and George Krieger, agricultural engineer, of the Ethyl Gasoline Corporation. In top photo, announcer Everett Mitchell (with striped tic) who is familiarly known in millions of rural homes as the voice of NBC's famous National Farm and Home Hour, runs over the script with S. G. McAllister, chairman of the executive committee of International Harvester. Looking on is Earl C. Smith, head of Illinois Agricultural Association and vice-president of the powerful American Farm Bureau Federation. Below, in center picture, one of the guests purses her lips over a piece of the home-made pie -- "That's a good crust, Poppa, but I always like a teeny mite more cinnamon on top and not so much raisins insideFive hundred pics were baked by local wives, for the guests, who came from all over Illinois to the trDauberman Day" celebration. Part of the crowd (in bottom photo) milled around the radio truck, watching the technical aspects of broadcasting the goings-on over 105 stations to a coast-to-coast audience of 7 Vz million people. SEPTEMBER 1941 [ 19 ] 31392 A Hundred Years of Progress Inventions That Came from Dayton, Birthplace of Ethyl, Are Spotlighted as Ohio City Celebrates its Centennial. THE citizens of Dayton, Ohio, re cently marked the completion of 100 years since the town of 7,000 on the banks of the Miami River was granted a city's charter, and during the week long centennial celebration they turned the spotlight with justifiable pride on the city's accomplishments. Chief recipient of honors was Charles F. "Boss" Kettering, Dayton's "first citizen," who has probably done as much as any living man to contribute to the welfare and comfort of the average individual. Dayton has a remarkable record in the field of invention. The late Vincent G. Apple held 3SO patents in 1931 and at the time of his death had many addi tional applications on file in Washing ton. Today several Dayton corporations hold several hundred patents each, and the total number credited to Daytonians runs into the thousands. It was in Dayton, at the Moraine General Motors Research Plant, that Thomas Midgley, an engineering as sociate of "Boss" Kettering, tested and rejected over 30,000 chemical com pounds in an effort to find a subscance that would stop engine knock. He final ly discovered tetraethyl lead, the basic ingredient of Ethyl gasoline, which re volutionized the construction of auto motive engines. At the beginning of the 20th Cen tury two brothers who ran a bicycle shop in Dayton gave birth to a brain child which has done much to change the world's entire mode of life. This was the first successful heavier-than-air flying machine, which made its initial flight in 1903 at Kitty Hawk, N. C. Years passed before the Wright brothers gained recognition for their invention, because few people would believe they had actually flown and skeptical news paper editors refused to give the "stunt" any publicity. To continue experiments on their fly. ing machine, the Wright brothers rented a cow pasture outside Dayton. This tract of land, from which the cows have been gone for a long time, is now part of Wright Field, one of the Army Air Corps' most important experimental and flight testing centers. Mr. Kettering spent many hours in his Dayton laboratories before he came out with the Delco automobile starter. This device, which did away with the crank that formerly dangled on the front of every motor car and thereby eliminated the source of a multitude of lame backs and broken arms, was a com bination of an electric motor, a genera tor and a storage battery. Mr. Kettering was chiefly responsible, too, for the development of the DelcoLight farm electric plant. When he in troduced the latter, there were more than 15 0 contrivances of various kinds designed to supply electric light and power to farms, country homes and other isolated places. The trouble was that most of them wouldn't work. "Boss" Kettering, however, produced one that did work. To Dayton goes credit for the inven tion of the first low air pressure tire, I * * i ) ETHYL NEWS [] developed by engineers of the Dayton Rubber Manufacturing Company under the direction of A. L. Friedlander. Pre vious to that achievement, automobile tires required high inflation with conse quent vibration damage to the car. Electric refrigeration was developed to the point of widespread usefulness in Dayton, and here again Mr. Midgley played a stellar role. It was his research that resulted in a non-poisonous, non explosive refrigerant which could be used with absolute safety by anyone. Back in the 1870's James Ritty, Dayton inventor, conceived a device for registering the amounts of money in volved in retail sales transactions. From this basic idea grew the world wide business of the National Cash Register Company. Some of the men who worked with Mr. Kettering 25 years ago are, left to right, Frank Irelan, Edward Graff, Harry Mack, Mr. Kettering, Oscar Kressler, William G. Chryst, Ward Cromer, and Frank Kedelle. The first settlers arrived in Dayton in 1796, after a large tract of Miami land had been purchased for settlement by Generals Jonathan Dayton, Arthur St. Clair and James Wilkinson, and Col onel Isaac Ludlow. The little outpost in the wilderness had grown to a bustling community of about 7,000 at the time it was granted a city's charter in 1841. Today it is a thriving city of 212,000. General Dayton, after whom the city is named,- was born in Elizabethtown, N. J., in 1760. Entering the Continental Army at 16, he fought through the Revolutionary War and was one of the youngest brigade leaders in the siege of Yorktown. He was the youngest mem ber of the Constitutional Convention and the youngest man ever to be Speaker of the House of Representatives. Al though he showed great interest in the development of the West throughout his life, he died in 1824 without ever having seen Dayton on the Miami. SEPTEMBER 1041 [] The Following Service Awards have been made as of September 1st, 1941 15 YEARS Harry M. Grierson Administration John Hallay Yonkers Laboratory 10 YEARS J. George Rick Sales, New York General 5 YEARS Alexander Hamilton Sales, Kansas City Dorothea Held Sales, New York Karin E. Holm Administration Melvin L. Olson Sales, Chicago C.Clifford Wrigley Engineering, Detroit (Continued front page 5) preciation, has dropped from slightly over 10 cents to approximately 3.75 cents -- and is still dropping. Figures during the next three months are ex pected to show a further reduction. Ethyl gasoline, of course, is not solely responsible for this remarkable record. There have been many factors -- better lubricants, better engine and body de sign, better roads, better tires. These cost figures represent a great deal more than a bookkeeping item or a descending line on a graph. They repre sent the progress in motor transporta tion over a period of IS years. They represent the work of thousands of men in many companies and many industries who spend their lives in a never-ending search for ways and means of making motor transportation better. They re present the strides of free men in a sys tem of free enterprise. Pistols For Fun (Continued from page 7) ing the neighbors. There is. For about eight dollars, or as much more as you care to pay, you can buy an air pistol and shoot to your heart's content in your hall bedroom or parlor. That's the answer, too, for the man who, for any reason, can't shoot elsewhere. And don't let your childhood memories of airguns fool you. These pistols, in .177 and .22 calibres, have'rifled barrels that give tack-driving accuracy at indoor ranges, they hold and pull very much like regular firearms so that practice with them is of real value for other shooting, and you can give the little pellets a very respectable velocity and penetration depending on the number of strokes you care to pump into the compression cylinder. (Air pistols come under the ban of the New York Sulli van Law and require permits.) Indoors or outdoors or both, one gun or a dozen, alone or with somebody, it's fun to shoot a pistol. And even if you go pretty far in the way of equipment, even if you buy guns and accessories such as are here pictured -- handcarved-to-measure grips, special sights, skeletonized hammers, hand-honed ac tions, spotting 'scopes and all the gad gets--you still need not have an income in the six-figure brackets. Such a kit shouldn't total much over three hun dred dollars, or about the initiation fees in many golf clubs. (All bets are off, you understand, if you go a step further and go in for "free pistols". Free, in that sense, means only that these guns for the super-ex perts are free from rule restrictions as to sights, overall length, etc. They are not "free" over the counter; far from it!) This is a tip: Try pistol shooting! It is also a warning: The game is a virus and once it is in your blood you will never recover. But the disease is pleas ant. You might like it. (Sure, I'll meet you on the firing line tomorrow. I've been holding off lately on my rapid. Something wrong with my grip, I think. Maybe you can show me how to cure it.) Published by Ethyl Gasoline Corporation Chrysler Building, New York City W. CARY HARRIS Editor FRANCIS V. V. ADRIANCE RUSSELL B. WESTON Associate Editors Correspondents SALES DEPT. G. Rosser Atlanta F. S. Cronin Baltimore B. R. Jones Boston A. B. Wyrick Chicago S. T. Pruitt Dayton D. S. Flyn.n Kansas City R. L. Goltz New York M. P. Murdock Los Angeles C. F. Naylor Seattle L. L. Huxtable Tulsa MFG. DEPT. L. Barnum Baton Rouge C. Wasserman Deepwater Dr. 'Beatty Chemical Research E. L. Barringer Detroit J. C. Pope Gasoline Testing The material in this publication may be reprinted provided due credit is given the "Ethyl News" or Ethyl Gasoline Corpo ration unless it is a copyrighted article. SEPTEMBER 1941 VOLUME 8, NUMBER $ ETHYL NEWS [ z* ] above: A mechanized unit runs into an "enemy" ambush. The two motor cycle riders on the right have learned to fall to the ground without injury, thus enabling the armored car in the background to cut loose a machine gun blast over their heads. right: A fair of cycle scouts desert the smooth concrete highway for a rough trail leading into the back country. (Sec page 14) For MANY YEARS this man in uni form has served American families. He's taken men to business, children to school, women into town for their shopping. Today the bus driver and the bus industry are rendering the nation another great service. Thousands of workers in defense in dustries must be taken to and front their jobs--quickly, safely and with out loss of their energy. As new de mands have been placed upon transit facilities, the motor bus has provided a ready, flexible means of carrying the additional burden--has made pos sible the building of new plants in strategic locations not served by exist ing transit lines. The motor bus and its co-worker, the motor truck, have a great job to do, and the more efficiently they can he operated, the better they can do that job. That is why engineers of both the automotive and petroleum in dustries are constantly striving to im prove commercial engines and fuels, justas they are working to make stillbetter automobiles, airplanes and tractors. We of Ethyl are able to help in this important progress through both prod uct and service. Ethyl's product, anti knock fluid containing tetraethyl lead, is used by petroleum refiners to im prove gasolines. Higher anti-knock fuels have in turn helped bring about many of the improvements in power and efficiency, the savings in weight per horsepower and the increases in performance that we have en joyed in all types ofgasolinepowered equipment. Not only does Ethyl's product itself contribute to automotive progress, but our research workers in Detroit and San Bernardino assist automotive development by cooperat ing with the technical men of the auto motive and petroleum industries. Our research laboratories function as a ''clearing house" for technical infor mation and help to coordinate many in dividual research efforts. At the same time we contribute the results of our own tests and experiments with fuels and engines, and Ethyl service engi neers help many commercial operators to take advantage ofday-to-day develop ments. For we believe that by serving men in every phase of automotive transport we are serving the nation. ETHYL GASOLINE CORPORATION Chrysler Bldg., -Yew York, -V. }'. ETC 31398 IN THE ETHYL IEWS OCTOBER 1941 Pioneer Of Mass Production.......................................... . 3 Eli 'Whitney laid the foundation of our industrial wealth Ready For The Stratosphere.......................................... . 7 The rigors of high altitudes are fast being overcome Teamsters, Tub-Cars, And Tankers.............................. Oil transportation -was a tough proposition in the early days . 10 Cook Your Own Meal..................................................... Celebrities prove themselves culinary experts at Smith House . 14 Ford Training Army Mechanics............................. Officers learn about maintenance of military vehicles . 16 Ask Them Another!........................................................... . 17 You'll find the answer to almost any question at the Information Center Motoring Beneath Detroit ................................................ . 20 Two Fords cover 12,000 miles yearly a quarter mile below the city's streets Ethyl Service Awards..................................................... . 22 CONDITIONS in Cuba had long been a sore spot in relations between the United States and Spain, and the blow ing up' of the battleship Maine in Havana harbor on February 15, 1898, with the loss of 266 lives, brought mat ters to a head. President McKinley set April 23 as the deadline for the with drawal of the Spanish authorities and on April 22 instituted a blockade of Cuban ports. Spain declared war April 24, but Congress announced a state of war had existed since April 21. THIS .HOA'TH'S COI'llII The President called on each state for volunteers in proportion to its popu lation to augment the regular Army of 27,822 and militia of 114,602. His first call, for 125,000 men, brought an im mediate response, and by May 124,776 volunteer soldiers had enrolled. The pic ture on the cover shows a typical scene of that time in a small New England village -- a Union veteran of the Civil War bringing his son to a recruiting station set up in the general store. The war was of short duration. Vic tories by General Shafter's troops at El Caney and San Juan Hill and destruc tion of the Spanish fleet at Santiago by the Navy broke resistance in Cuba by mid-July. In August Commodore Dewey and General Merritt took Manila in the Philippines and General Miles routed the Spaniards in Porto Rico. By the Treaty of Paris, signed Decem ber 10, 1898, Spain yielded Cuba, Porto, Rico, Guam and the Philippines and thereby relinquished her last claim to territory in the Western Hemisphere. Pioneer of Mass Production The Cotton Gin Wasn't the Only Accomplishment of Eli Whitney, Who Originated a Revolutionary System of Manufacturing. THE industrial wealth of the United States is the result of mass production. Is the latter something that came in with the 20th Century? Who was its originator? For the answer to these ques tions we must turn back to late in the year 1797, when John Adams, second President of the United States, was in the White House. In that year Eli Whitney, inventor of the cotton gin, returned to his home in New Haven, Conn., bankrupt and disappointed but not discouraged. He had had nothing but bad luck with his cotton gin. Although it had revolution ized the cotton industry in the South and brought undreamed of wealth to the plantation owners, Whitney had had to fight so many court battles due to patent infringements that all his profits had vanished. One evening an old friend of his, Captain Carey of the U. S. Army, dropped in on him unexpectedly. "Well, well, Carey!" said Whitney. "What brings you to Connecticut?" "Guns," Carey replied. "The guns the Army has now are so antiquated that most of them are more dangerous to the men shooting them than to the enemy. I'll wager more men were killed by de fective weapons during the Revolution than were shot by the redcoats." "I've heard that," said Whitney. "It sounds preposterous." "But it's true," Carey insisted. "That's why I'm looking for someone who can make rifles--really good rifles." "You ought to have no trouble along that line," Whitney assured him. "There are many fine gunsmiths hereabouts." Carey shook his head. "Not fine enough to fill the order I want. I need 10,000 guns." "Ten thousand! That's a huge order for one gunsmith." "Yes, but as things are now, with many gunsmiths turning out arms, the Army has another difficulty. Only about sixty out of every hundred guns we re ceive can be used." "Only about sixty?" echoed the as tonished Whitney. "Why such a tre mendous waste?" "Because every gunsmith works his own way. That means every gun is an individual, too, with its own individual parts, and if a spring is broken, a barrel dented or a stock cracked, the entire weapon must be thrown aside." "What a shocking waste of time and material! Isn't there any way to make repairs?" ETC 31400 A drawing of the farmhouse at West moreland, Massachusetts, where Eli Whitney was born on December 8,1765, Carey shook his head. "We lack both equipment and skill. That's the main reason I came to you, Whitney. Why don't you make these guns?" "Me? Why, I never made a gun in my life!" "You never made a cotton gin either before 1793," Carey reminded him. Whitney hesitated, his fingers drum ming the arm of his chair. "Carey, I have an idea--a big idea!" "Then you'll make the guns?" Carey asked eagerly. "I can't promise chat. Captain, be cause I don't know if I can do it," Whitney replied. "But I'm surely going to try!" On January 14, 1798, Whitney signed the contract to manufacture 10,000 stand of arms, the guns to be delivered on or before September 30, 1799. Whitney had less than two years in which to build a factory, collect ma terials and train workmen for the in tricate job. He obtained financial backing from influential citizens of New Haven, to whom he didn't need to give security because they had great faith in the me chanical genius of Eli Whitney. After his factory was erected he startled the industrial world of that day by the radical innovation of putting up homes for his workers in the neighborhood of the plant, an idea which spread rapidly and resulted in company towns spring ing up throughout New England. One day 18 months after Carey's visit Whitney was sitting at his desk in the office of his plant, talking over a new machine with his foreman, a man named Schultze. The latter was very much provoked at his employer. "All you do, Mr. Whitney, is plan machines -- more machines!" he pro tested in his heavy German voice. "Your time is almost up, yet you haven't made a single gun. Why don't you stop wor rying about machines and get me men? I'll make the guns!" "Where do you think I'm going to find skilled men, Schultze?" Whitney asked patiently. "There aren't enough of them in the country. That's what's holding up our manufacturing progress --lack of skilled labor. We've got to discover a new method--one that will make use of unskilled labor." "But it's crazy to think of using un skilled labor for a job like making guns," Schultze burst out. "Pardon me for say ing so, Mr. Whitney, but you're wast ing valuable time, sitting here day after day, just staring out the window and dreaming. What we need is action! Lots of action if we're going to get the job done on time." Whitney just smiled. His thoughtful gaze alighted on a penny which lay on a piece of paper on his desk. He picked up a pencil and carelessly began to draw circles around the penny. "What are you drawing there?" Schultze asked impatiently. "Plans for more machines?" "Just a habit of mine," Whitney ex- In this factory which was located near New Haven, Connecticut, Whitney first used mass production methods in the manufacture of muskets for the U. S. Army. ETHYL iVEW'S [4] plained good-naturedly. "Whenever I'm concentrating on something, I draw circles." Schultze threw up his hands. "Ach!" he exploded. "With 10,000 guns to be made, you sit here and draw circles. Circles all the same size like--like--" "Like gun barrels!" Whitney almost shouted. He jumped up and banged the desk with his fist. "Schultze, we have it!" "Wha-what?" stammered the aston ished Schultze. "The stencil or 'jig' for the machines which will build our guns! Those circles are all the same size because that penny guided my pencil. The machines we've built so far have all been guided by the human eye, which is fallible. But a ma chine guided by a jig can be made abso lutely accurate. With such a machine all our gun barrels will be exactly alike!" "I never saw a machine like that," said Schultze, still skeptical. "Neither did anyone else, Schultze. But you and I are going to make one!" Early in 1800 Whitney, who had failed to fulfil his contract within the stipulated period, appeared in Washing ton before the War Department to ask for more funds and a little more time to complete his 10,000 guns. He faced a hostile group. "It takes only simple arithmetic to arrive at the conclusion that if it took Mr. Whitney two years to make a hun dred muskets, it will take him 200 years to make 10,000," remarked a colonel of artillery. "Personally, I do not feel disposed to wait that long, even for Mr. Whitney." "Gentlemen, I ask your indulgence," Whitney broke in on the wave of laughter which followed the colonel's words. "I admit I am behind on my con tract, but during the past two years I have spent most of my time in thinking and planning--planning not just how to build guns, but something that will bring prosperity and happiness to many. It is up to you gentlemen whether my plan succeeds or fails. I admit I have used your money for this experiment, but if you will bear with me a few mo ments, I will show you what I have ac complished." "Mr. Secretary, this is outrageous!" the colonel expostulated. An angry murmur went around the room. "Mr. Secretary, may I ask your per mission to give a brief demonstration?" Whitney persisted. "Proceed, Mr. Whitney." Whitney summoned Schultze, who was waiting in the hall with two as sistants. They brought in armfuls of wood and metal, which they placed on a table and then divided into several piles. "I have here the parts of ten complete guns," Whitney explained, "and I in vite anyone of you gentlemen to step up and put together a gun. Pick a part from OCTOBER 1941 [51 ETC 31402 facturing. I've given you a way to use the wealth of unskilled labor." Thus Eli Whitney, who was born on a farm in Massachusetts on December 8, 1765, and who invented the cotton gin in 1793 at the age of 27, originated mass production when still a young man of only 34. Without his momentous brain child the United States might never have reached its present peak of pros perity and power. Examples of Modern Mass Production above: Modern machine guns arc manufactured by mass production methods, each of these machines boring several barrels at the same time. below: The finish of the Plymouth assembly line. Mass production reaches its peak in the automobile industry and the Plymouth auto assembly plant is the largest in the world. ETHYL NEWS l1 ETC 31403 My for die Stratosphere Boeing Trains Flight Crews for High Altitudes in Sealed Tank Which Reproduces Conditions at 35,000 Feet. Outside the Boeing Strato-Chamber reactions of the trainees are carefully followed. Dry ice is poured into special compartment, upper right, to drop temperature well below zero. A UNIQUE program of stratosphere conditioning, with a sealed tank that re produces flying conditions at 3 5,000 feet, is being used for group training of flight crews for extreme altitude test work by the Boeing Aiarcraft Company of Seattle -- tests that will yield impor tant new data on the operation of Boe ing's 4-engine Flying Fortress bomber. Almost daily, dispatches from Europe indicate that zones of air action are on the move -- up. Combat at 25,000 feet and above is frequently reported and greater heights undoubtedly will be come common as specially equipped types of aircraft such as the Flying Fortress come into wider service. But at 35,000 feet pilots are on the threshold of the stratosphere, and the air is so thin that a man will become un conscious in less time than a minute without an artificial air supply. Condi tions like these require careful training of flight crews -- for test hops or mili tary missions. In Seattle, Boeing is using its Strato- Chamber for this purpose. Not only are these the first extensive stratosphere conditioning tests (in this country at least) to be carried out on a large group, but in the flights to follow it will be the first time that a whole crew of trained engineers has ever gone into the strato sphere to gather test data on the opera tion of turbo-superchargers under "fly ing laboratory" conditions. Of the few planes in which turbo supercharger installations have already been perfected, the Boeing B-I7-type Flying Fortress is the only one large enough to take a passenger load of aero nautical engineers to make detailed per formance observations at high altitudes. The Boeing B-17A, delivered to the U. S. Army Air Corps on January 31, 1939, was the first Flying Fortress to incorporate the important turbo-super chargers to assure maximum engine po wer at extreme altitudes. With these installed in all subsequent models, the four-engine planes have been flown reg ularly at high altitudes, including trips above 35,000 feet, but have never yet been taken to their full ceiling. The stratosphere-conditioning pro gram, and the flights that will follow, are being conducted by the Boeing Flight and Aerodynamics department under the supervision of Edmund T. Allen, director, and A1 Reed, chief test pilot. They are working closely with the Mayo Laboratory of Aviation Medicine in assembling special equipment and in mapping out procedures, and also with the General Electric Company, devel opers of the turbo-supercharger equip ment. The problem in training flight test crews for high altitude work is two fold. Proper equipment must be as sembled from many sources. Procedures must also be developed to guide crews in preparing for a flight, in handling their equipment during a hop, and in meeting any emergency. This type of flying is still so new that techniques or equipment details may change almost overnight. OCTOBER 1041 [7] ETC 31404 Before going into stratosphere condilions, crews must exercise for 3 0 min- utes while breathing pure oxygen. This washes nitrogen out of their blood and avoids "aeroembolism." ^ Today, the well-dressed, high altitude test pilot must wear--in addition to his flying suit parachute, helmet, goggles and radio equipment--complete oxygen equipment, including an emergency mask and separate oxygen supply. While oxygen is often used as low as 12.000 feet as an aid against tiring, the average man can maintain conscious ness indefinitely up to about 18,000 feet, where the atmospheric pressure is approximately one-half what it is at sea level. A man's efficiency, however, is much reduced under these conditions. Beyond 18,000 feet, complications arise. It has been discovered that if a man's oxygen supply is cut off at 20,000 feet, he will pass out in ten minutes. At 25.000 feet, unconsciousness comes in three minutes, at 29,000 feet the flyer passes a critical point. From there on up a loss of oxygen means a loss of con sciousness in less than one minute with complete coma soon after. Above 35,000 feet an oxygen mask may furnish enough pure oxygen, but the rarefied atmosphere doesn't supply enough lung pressure. At the 40,000foot level, a man as active as a flight test crew member is breathing with the same difficulty again, in spite of his mask, that he would experience at 18,000 feet without a mask. He's getting only about half enough oxygen at the pressure re quired. Thus, with the present-day oxygen masks, 40,000 feet seems to be the ceil ing of human endurance, dangerous even for sustained flights, and when the stratosphere's frontiers are pushed any higher, it undoubtedly will be done by pressure cabin-equipped planes or by suits and helmets that will maintain an inside pressure. Most important consideration in preparation for high-altitude flights, of course, is physical condition, especi ally digestion. Foods that cause gas will bring extreme discomfort at high alti tudes. Yet the person who chooses not to eat will require more oxygen on the flight. Carbohydrates such as sugar and plain chocolate bars require the least oxygen in digestion. In the past, aeroembolism has been the dread of high-altitude flyers, an ef fect similar to diver's "bends." To guard against this condition, high-altitude flyers today "denitrogenize" themselves. Breathing pure oxygen, they exercise mildly for half an hour before a flight; to wash all atmospheric nitrogen out of their blood. Otherwise this gas ex pands into tiny bubbles in the blood ves- Once denitrogenized, trainees must con tinue to wear their masks, even,under sea level conditions, to avoid breathing more nitrogen. Flying equipment is worn in the Strato-Chamber to accus tom the men to encumbrances. ETHY1 IVETVS [] Through thick windows observers watch the men inside the Strato-Cham ber and communicate with them by telephone. sols at high altitudes, bringing on the discomfort of aeroembolism. Boeing's Strato-Chamber has been an invaluable aid in training flight test crows for high-altitude hops. First used several years_ago in developing equip ment for the Boeing 307 Stratoliner, the Strato-Chamber can reproduce flight conditions at altitudes up to 40,000 feet and can accommodate three trainees and their equipment at one time. Vacuum pumps reduce the inside pressure to the equivalent of the atmospheric pressure at any altitude. Observers outside the tank can watch the progress of the flight through thick windows and com municate with .those inside by tele phone. Once denitrogenized, and wearing complete flying equipment to become used to the encumbrances, trainees enter the tank, which has complete oxygen equipment installed. The tank door is sealed tight, pumps start, and the flyers begin their journey to 35,000 feet. At various altitudes they practice handling their equipment, under simulated emer gency conditions. There's little margin for error in an atmosphere that won't support life, and a practice "flight" in the Strato-Chamber develops confidence in the man who later on will make an actual journey into the stratosphere. As a result of the Strato-Chamber tests the Mayo Laboratory of Aviation Medicine has adopted completely the Boeing check-off list for stratosphere flight crews. This list is a step-by-step procedure for crews to follow in pre paring for and during any flight above 2S,000 feet. Trainees spend about an hour in the Strato-Chamber on their "round trip" to 3 5,000 feet. That's much less time than is required for the journey by air plane. OCTOBER 1941 [9] etc 31406 4 .S Wooden housings for pipelines were common in the early oil fields of Pennsylvania. Photo by Brown Brothers In the Face of a Thousand Hardships, the Petroleum Industry Battled to Develop Its Own Methods of Transportation. By Paul Beach ONE dark October night in 1865, a crowd of men stood in the middle of a Pennsylvania road, brandishing pickaxes and clubs. They were teamsters -- a tough, brawling crew -- who had waxed rich by charging early oil drillers exorbitant prices for hauling crude to the nearest railroad. Threatening their profitable game was a nearly-completed pipeline owned by one Samuel Van Syckel, an oil man, and tonight they were out to tear it up as they had done several times before. But Van Syckel was ready for them. Squarely astride the newly-filled ditch, a determined little band of men stood grimly waiting, rifles in hand. The teamsters swore and threatened, but finally withdrew. This incident marked the beginning of the petroleum industry's develop ment of its own methods and systems of transportation, a story unique in the history of American industry. The im portance of the transportation problem to the petroleum industry is indicated by the fact that it is the only industry today which uses in large volume all the various means of transportation -- rail roads, ships, pipelines and trucks. Fur thermore, it is the only industry which has always provided its own transporta tion instead of waiting for professional transporters to solve the carrying prob lems. It is due largely to this initiative, this willingness to improve constantly on existing facilities, that the public has been able to buy gasoline at progres sively lower prices through the years. Hardly had the first well been drilled by Colonel Edwin Drake near Titus ville, Pennsylvania, in 1859, before transportation became a pressing prob- ETHYL NEWS [ io ] ETC 31407 Barrels of oil were transported in cov ered barges and distributed locally in horse drawn vehicles. Photo by Brown Brothers lem. The nearest railroad was twenty miles to the north, and the only con tainers available were barrels. So Colonel Drake and the horde of oil pio neers who followed him had to choose between only two methods of getting their oil to market. Since most of the wells were located along a small stream called Oil Creek, the oil men first tried the water route. They hired teamsters to haul the barrels of oil to the edge of the creek, where they were either piled on rough rafts and flatboats or emptied into long, nar row barges. But this was only the be ginning of the problem, for the stream was so shallow that it W3S unnavigable most of the year. However, the lumber men of the region had devised a system of "pond freshets" to enable logs to float down the stream. Across the prin cipal branches of Oil Creek above Titusville they had built dams. Then, when sufficient water was backed up, they opened the dams, releasing a stage of water deep enough to float the logs down the creek. The oil men experimented with the idea of the pond freshet, paying the lumberman a per-barrel fee for the use of the dams. But the result was complete chaos. Hundreds of barges and flatboats piled high with oil were jammed together the entire length of the creek. When the rush of water came, they rammed and splintered one another. Barrels broke or overturned. Men were crushed and drowned. The only other way of getting oil to market was to pay the teamsters to haul it to the railroad, and the teamsters charged as high as five dollars a barrel for the twenty-mile haul. Even so, delivery was slow and uncertain. Dur ing one period, no less than 6,000 teams and wagons jammed the country roads, their wheels churning the surface into a sea of mud. Garages used to gel their gasoline supply from "three horsepower" tank wagons such as this. Since the oil men couldn't long en dure such slow, costly and hazardous transportation methods, they began ex perimenting with pipelines. The Van Syckel line, although but two inches in diameter and kept in operation only by holding off the teamsters at the point of a gun, eventually carried 800 barrels of oil a day for a distance of five miles. A similar line started immediately af terward by Henry Harley was opposed even more violently by the teamsters. They broke the pipeline joints several times, set fire to the oil storage plants on Harley's property, and finally threatened to murder him if he per sisted. But the pipeline finally went through, blazing the trail for others that were to follow, spelling the end of wagon jams on the roads and barge jams on Oil Creek. Such was the origin of petroleum transportation in the country's first oil boom. Seizing the initiative, from then on, the oil industry has proceeded to develop its own means of transporta tion. One of its first moves was to pro vide more efficient vehicles for carrying oil by rail. Although the railroads wanted the new business of hauling crude oil, they regarded their standard box-cars suf ficient for the purpose. If box-cars were all right for farm and factory products, they reasoned, they were all right for oil. Let the oil men stack their barrels in the box-cars. But the oil men con sidered barrels too expensive, too clumsy to handle, and too small as a unit of shipment. So, in 186J, an unnamed genius hit upon mounting two squat, 4 J-barrel wooden tubs side-by-side on a flatcar. Gradually this type of car came into general use. A few years later, oil shippers replaced the two tubs with a horizontal, cylindrical iron tank OCTOBER 1941 ["1 ETC 31408 mounted on the flatcar, thus presaging the modern tank car. Even then, however, the railroad continued to furnish only the flatcars while the shippers furnished the tanks. In spite of the growing importance of petroleum traffic, the railroads still talked in terms of box-cars, insisting tank cars were "special equipment," which, as common carriers, they were not obligated to provide. Although they were legally within their rights, the ment of more than $200,000,000. It has boosted the capacity of these cars from about J,000 gallons to 8,000 gallons, and has added domes to allow for expan sion as well as other precautions to guard against fire. All the while the oil industry has remained one of the largest customers of American railroads. As long as the oil men laid pipelines to gather crude from wells and carry it to the nearest railhead, the railroads naturally had no objections. But when i' I II l 1 ; i; :J i : I !> I `< ni III ii i M M * fact remained that oil transported in barrels cost the purchaser at least J /z cents per gallon more than that trans ported in tank cars. So the oil men de termined to use tank cars even if they had to build them themselves. Today the oil industry owns and oper ates 130,985 specially designed tank cars, which represent an original invest one oil company laid an eight-inch line from Millerstown, Pennsylvania, to a refinery near Pittsburgh, it met with immediate opposition from railroads, even at times reminiscent of the old teamster days. But the railroads' passive opposition to pipelines continued for a long time. In the winter of 1878, working in petroleum engineers succeeded in laying* a pipeline across the Allegheny Moun-'* tains, opening a new era in the trans-' portation of crude oil. In 1891, the first refined-product line began pumping kerosene. Since that day, pipelines have shown a steady, uninterrupted growth until today a labyrinth of more than 116,000 miles of line carries oil under neath the fields and mountains and rivers of most of the United States. Virtually all of this network, of course, is owned and operated by the petroleum companies, and represents an invest ment of over $900,000,000. The improvements in pipelines have been almost too numerous to mention. Heavy, clumsy cast-iron pipe has given way to light, high-tensile-strength steel. Joints which had to be laboriously screwed together have been outmoded by joints which are electro-welded in a trice and are even stronger than the pipe itself. Once a crew of diggers and pipe men was delighted to lay a few hundred ETHYL YEW'S ETC 31409 Oil and gasoline are transported by rail in specially designed tank cars. Photo by Ewing Galloway inside the hulls. And in 1888 the first American all steel tanker was built -- a steamer 175 feet long, carrying 300,000 gallons of oil in her four separate tanks. Since then, the course of tanker evolu tion has been even larger, ever faster. By 1930, tankers carrying 87,000 bar rels of crude oil or refined products plowed through the water at about ten knots. In 1939, the oil industry, work ing closely with United States Navy officials, designed and built tank ships which would carry 150,000 barrels of oil and cleave the waves at 20 knots -- faster than many a passenger boat! Through the years the oil industry built up a magnificent fleet of over 300 oil tankers -- 25 percent of all ships of more than 2000 tons in the American merchant marine. Lastly, the oil companies developed the tank truck to facilitate retail deliv eries. Much as in the case of the tank car, the origins of the tank truck were in barrels piled on wagons. These were soon replaced by single tanks mounted on wagons, this method of hauling suf ficing until the invention of the motor truck. Quick to employ the new vehicle, oil companies were making deliveries in crude tank trucks when the first World War broke out. Today, ultra-modern vehicles, equipped with automatic reg istering pumps and every conceivable safety device, carry loads up to 5,000 gallons at 40 miles per hour. Thus has the petroleum industry un dertaken to solve its carrying problems by developing its own means of trans portation, giving the public constantly better service at less cost. But spectacu lar as the individual improvements have been, the way that they have been in tegrated into a vast, interdependent system of transportation is the most epic feat of all. It is an industrial achievement of which every American may well be proud. left: Pipelines of today have elec ,, tro-welded joints -4 : which are stronger than the pipe itself. feet a day. Now ditching machines gnaw an ever-progressing trench, boomcats lower lengths of pipe into place, welders hop jstraddle and apply their torches, and bulldozers back-fill the ditch in one continuous, rythmic, effi cient operation. Three miles a day is not unusual. Like the tank car and pipelines, the tank ship is a form of transportation peculiarly adapted to the petroleum in dustry and therefore developed and owned by it. The first oil vessels were only barges about 100 feet long by 30 feet wide by eight feet deep, which car ried etude oil in their hulls. Then came sailing vessels with iron tanks installed OCTOBER 1941 [ >3 ] ---------------,, -Yl-YSfc-'-Y L.V. t , YY' ,-` .. ' v, . /I'. , "A.. 4 ' 'TT; - 't71 below: Up-todate tankers are fast and have an average capacity of 15 0,000 barrels. >! ETC 31410 t .1 ft t h *b j S'- I'llllk TOUR am mil By Martin Sheridan m 'Mmm--the sauce tastes pretty good to me," Jane Pickens decides. I Celebrities Like to Visit Smith House, in Cambridge, Mass., Where They Can Go Into the Kitchen and Prepare Their Favorite Dishes. NEARLY every celebrity who visits New England makes it a point to visit Cambridge and don a white coat or apron. The reason is 8 2-year old Wil liam E. Smith's restaurant with experi mental kitchen where gourmets can pre pare their favorite dishes just the way they like them. Wendell Willkie visited Smith House and made spaghetti with mushroom sauce. Edward Everett Horton, Bob Hope and President Ernest M. Hopkins of Dartmouth have also "done their stuff." Jane Pickens, singing star of the Ed Wynn show, "Boys and Girls Together," visited this unique restaurant while the show premiered in Boston. Although she is a Georgia Peach, Miss Pickens ranks a large broiled steak as her favorite dish, with Southern fried chicken in second place. She says plenty of red meat is a necessity for a singing voice. Jane put on a white apron, sharpened a long knife and proceeded to carve a slice of meat from a loin of beef. She sprinkled a little salt and pepper on it, placed it in the broiler. Mr. Smith looks on as Miss Pickens be gins her meals. Miss Pickens examines Mr. Smith's auto0 graph collection in his hotel register. Note Will Rogers' signature. ETHYL NEVIS [ 14 ] ETC 31411 Then she consulted a recipe book, which she brought along, to find the formula for a port wine sauce. After this was prepared, Jane donned rubber gloves and stuffed a piece of bread in her mouth to keep her from crying while cutting onions. She refused to keep the bread in her mouth while the pictures were taken. When the onions were browned, the songstress prepared a green salad, in cluding cucumbers, lettuce, peppers, celery and cabbage, topped with an oil and lemon dressing. After garnishing the platter, Jane re moved the apron, strode into the dining room and had the meal served to her. Aged Mr. Smith, who doesn't look over 60, brought down his large collection of autographs for Miss Pickens' delec tation after the meal. He used to operate the Georgian Hotel in Boston which was frequented by notables from political, theatrical and educational fields. He got the idea for a restaurant for gourmets when Ver non Castle visited the hotel more than 20 years ago. "I have a problem, Mr. Smith," ex plained Vernon Castle. "Here's my fav orite recipe and I'd like to go into your kitchen and prepare the dish just the way I want it. I know what you're try ing to say -- let your chef prepare it. Well, a dozen chefs have tried to make it and failed. I've got to make it myself -- or else." "You're the guest, Mr. Castle," the hotel manager bowed and led the way into the kitchen. He instructed the chef Pietro to.give Mr. Castle whatever he wanted in the way of ingredients, pots and pans. Vernon Castle, then at his height as America's male dancing star, removed his coat and swung into a white chef's coat. He placed a white hat on his head at a rakish angle, called for a two-and-one-quarter pound chicken, cut it into six pieces and proceeded ac cording to the following recipe: Remove the skin, salt and pepper, then dip in flour. Place in a saute pan in which two tablespoons of either sweet butter or olive oil has been placed. Add a shallot, finely chopped, a dozen sliced mushroom buttons which have been cooked, then cook the chicken over a small flame until it is a rich golden brown. Add a cup of chicken stock and a piece of pate de fois gras the size of an egg, a jigger of port wine, a dash of nutmeg and paprika and cook for about 2J minutes. Just before serving this sauce add three tablespoons of sour cream. Serve the chicken with steamed rice. Twenty-five minutes later, the dancer removed his white duck outfit, slicked down his hair and strode back into the dining room to rejoin his wife. A waiter served the couple chicken saute as prepared by Vernon Castle. Af ter dinner, Mr. Castle took his place on the orchestra platform and drummed away to his heart's content for a full hour -- his favorite hobby aside from cooking. As the dancing stars paid their check, Vernon called out to Mr. Smith, "Thanks for letting me use your kitch en. I'd like to see more places that per mitted guests to prepare their favorite dishes." Edward F. Sullivan, author of the "Radio Patrol" comic strip, visited Smith House recently with a two-andone-half pound trout which he had caught near his Westford, Mass. home. He put on a white coat and hat and proceeded to clean the fish. He washed it thoroughly, salted it, then placed it on a charcoal broiler. Sullivan then pre pared a delectable port wine sauce. He roasted slices of apples, sliced some cu cumbers. When the trout was ready, he placed the fish on a huge silver platter, garnished it with cucumbers, apples and shrimp, while the regular chef looked on and nodded his head in approval. Mr. Smith was the first person to give New Englanders music with their meals. The bad luck of a Hungarian band happened to be his good luck for the feature caught on and practically every restaurant copied the idea. Back in 1892 this Hungarian band, which had been stranded, went around (Continued on page 22) . Chef Guy Dellamano watches with ap proi'al as Mr. Sullivan puts the finishing touches on the fish. OCTOBER 1941 l iS ] Mr. Sullivan rubs his hands in anticipa tion when a waitress brings in his self- prepared meal. ) . .1 1' I 1i ii.ii l i i These officers will become instructors'' at various camps on completion of the course. Ford Training Army Mechanics Instructions in Servicing Motorized Equipment Given at Rouge Plant and in Traveling Classrooms. TO help keep Uncle Sam's military machinery in top condition, the Ford Motor Company has joined hands with the army in a project to train officers and master mechanics from all parts of the nation in the maintenance of mili tary vehicles. In both mobile and stationary class rooms, instructions are given by Ford service experts on all phases of "blitz buggy", truck and passenger car oper ation. Officers representing camps scat tered all over the nation receive the training and then, in turn, become in- structors at their home bases. One portion of the program is unique in its operation. Two big trucks, equipped as mobile classrooms, are roll ing along a 3,000-mile route across half the continent. They are covering sixteen army posts scattered from Fort Devens in Massachusetts to San Antonio, Tex. The other division of the program calls for 1,000 officers from army camps all over the nation to attend classes in the Army Service School at the Ford Rouge plant in Dearborn. A new class of approximately 3 0 stu dents will be trained each week at the Rouge plant. The service school is scheduled to instruct approximately 120 officers a month, or a total of 960. Purpose of the service school is to teach the "ins" and "outs" of operating and maintaining military equipment Ford is building for the Army. This in cludes the "blitz buggy" or reconnais sance car, bomber service truck, and officers' staff car. The officers attend classes in the Rouge plant's "B" Building in quarters prepared specially for instructional pur poses. Classes are held from 8 A.M. to 4:30 P.M. each day, with five instruc tors lecturing and demonstrating on all aspects of the military vehicles. The rolling classrooms are covering separate routes. One started from Fort Devens and the other from Fort Knox in Kentucky. School No. 1 closes its route at San Antonio after covering 2,940 miles. The second school con cludes its designated route at Fort Sill, Okla., with a total of 2,073 miles. Both Ford trucks will travel an aggregate of 3,013 miles. Each truck has two instructors and a driver as a staff. The rear of the truck contains various types of engines, trans missions, rear axle assemblies, steering units, carburetors and other vital parts (Continued on page 22) A group of Army officers learn about a "blitz buggy" at the Ford Rouge plant. ETHYL YEWS [ i ] wiwu--w PSFKSWP ETC 31413 If Its Information You Need, Go to the New York Information Center. They've Answered Nearly a Million Questions! By Frank Adriance A YOUNG man came to the big city to get married. He arrived in New York the day before the great event and regis tered at a hotel, then spent the after noon and evening with his dream girl. Later he left her at her home and in a rosy glow started to walk back to his hotel. It was then the awful truth suddenly dawned on him. He had forgotten the name of his hotel and its address and he had left his key at the desk! His luggage, including the suit which he was to wear at his wedding, and most of his money were in that hotel room. More than a little abashed, he revealed his sad plight at the New York Infor mation Center. To get him straightened out looked like a stumper, but it didn't baffle the young lady attendant. Using as her only clue the length of time it had taken him to walk from his hotel to his fiancee's house, she checked every hotel within that radius and before long she had reunited the prospective bridegroom with his belongings. The unorthodox question is the rule at the Information Center, which was opened December 16, 1939, for the pur pose of performing a much needed ser vice. Ask them any question, no matter how unusual, and they will try to answer it. No other city has anything like this fountain of knowledge, which is invaluable to strangers who want to know what to do and where to go in the metropolis and to resident New Yorkers who are eager to learn more about their city. How many New York ers realize, for instance, that there are 54 public golf courses and 70 public bathing beaches in the metropolitan area, or that the New York City Park Department maintains some 500 tennis courts, 15 swimming pools and many miles of bridle and cycle paths? Mrs. Grace Roberts, assistant director of the Center, estimates that more than three quarters of a million different questions have been asked since the doors opened less than two years ago. Queries pour in at the rate of from 1200 to 1400 daily, by letter, by telephone and by personal visit. During 1940 when the World's Pair was packing 'em in, the usual day's quota was from 1600 to 1800. Problems of transportation account for about a third of all questions. The Statue of Liberty ranks as the number one goal of sightseers, according to Mrs. Roberts, and the Center has answered many queries about how to get there. Other places people want to see are Cen tral Park, the Aquarium, LaGuardia Airport, the Empire State Building, and Rockefeller Center, to name a few. Where do I get an auto license? Why don't they clean the snow off our street? How many taxicabs are there in the city? These are some of the typical in quiries. The Center is a mirror of current events. Whenever a controversial mat ter is before Congress, the telephone rings incessantly and aroused citizens ask, "What is the name of the Congress man for my district?" During the pe- OCTOBER 1941 [ 17 ] I ;} ii U! 1 riod of registration for selective service, thousands of inquiries poured in from young men of draft age. When all aliens were required to register, questions were answered in several different languages through interpreters. The arrival of sol diers and sailors in town for a holiday means romance and a flood of inquiries on the laws governing entrance into the state of holy matrimony. If a battleship comes into the Hudson and plays its searchlights against the sky, curious per sons want to know all the whys and wherefores. One young soldier appeared at the Center and told how the night before he had been doing the town not wisely but too well. He had awakened that morning to find himself broke and ap parently stranded in the big city. He had to be back at a distant camp for first call the following morning. What was he going to do? The attendant sent him to Governor's Island, where his problem was straight ened out. A card received at the Center told of his safe arrival in camp -- on time. Who are the patient individuals who give out the answers to such a wide va riety of requests for information? Most of them are civil service employees of various city departments whose previous training and knowledge fits them for the job. Included on the staff are two former school teachers, who are experts at research. The principal source of information is a cross reference card index system which consists of over 20,000 cards. Whenever a new and difficult question is asked and the answer given, an entry is made under several heads. The Center also maintains a small but intensive reference library and a large folder file containing an assortment of maps, guide books, circulars and miscellaneous liter ature on a wide variety of subjects. Despite all this source material, how ever, the information clerk's job is about 80 percent intelligence and only about 20 percent page turning. The job re quires the ability to think not only for oneself but for the other fellow as well, as inquirers frequently are not too adept at phrasing their questions. An attendant at the central information desk tells an cmt-oftowner how to find an address in the city. During the day he will answer hundreds of similar queries. The queries asked attendants at the Center often run the gamut of human emotions. One day a frail little woman, her eyes red from weeping, stepped up to the desk. She was there to claim her husband's body, she said. Only yester day she received word at her home in Pennsylvania that he had been killed by a truck. "The telegram says the funeral par lor is in Brooklyn, but it doesn't give the name or address," she explained. "I've been walking the streets since I got here early this morning and I don't know what to do." The attendant questioned the woman to find a starting point. Her husband, she said, had come to the city two weeks previously on a new job. She knew the name of the woman who ran the board ing house where he had stayed but she didn't know the woman's address or telephone number. She did know that her husband's landlady was the organist or choir leader in a church on 84th or 8fth Street near Central Park. With these slender clues to work on, the attendant called all churches in this area. The fourth church called was the right one and put the Center in contact with the landlady, who came at once and looked after the widow until she was safely aboard the train for home. On one occasion the 'phone rang and a man's anxious voice said: "My wife is at a dinner of a news paper women's club which is being held at some small restaurant. It is urgent that I reach her, because my mother is dying in California and I must take a plane for there in half an hour. Can you find out where this club is meeting?" The club was one of many such or ganizations, but by a process of elimi nation the name and phone number of one of its officers was found. Through the latter the meeting place was located and the husband was able to inform his wife of his imminent departure. There was the family of seven, con sisting of mother, father and five small children, who came from Scranton on an excursion train to spend a day seeing the sights of New York. They crossed ETHYL YEWS [ 18 ] "What burned me up about the whole business," said Pop, "was that Mom had the lunch." The Center is located at 42nd Street and Park Avenue, directly across the street from the Grand Central Termi nal, which makes it easy to get to for travelers who have just arrived in.New York. Traffic checkers have estimated that more persons pass this location daily than any other place in the city, except Times Square. Sponsorship of the Center was taken over from the city on July 1, 1941, by the 42nd Street Property Owners and Merchants Association, which group plans to spend $25,000 on it and expand it from a New York information bu reau to a world center. Such expansion is natural, as in the past many requests for information about places far from New York have come in. The Information Center is doing a splendid job of building good will for the city and of helping to dispel the be Staff Sergeant John H. Weston, who signs up recruits for the Army at the Center, poses for his picture with Mrs. Grace Roberts, assistant director, left, and Mrs. Jane Bickley, United ' Air Lines Women's Defense Aid Corps, right. lief of outsiders that New York is a terribly hard-boiled town. Its sincere efforts to help those in trouble does a lot to strengthen one's belief that per the river on a ferry and took a subway uptown to Times Square, where they were to get off. Pop and three of the children got off all right, but Mom and the other two were delayed. The doors the lookout for Mom and her section of the family. They were found at last and the family reunited just in time to catch the excursion train back to Scranton. haps there is some good in the human race after all, despite the depressing evi dence to the contrary which appears daily on the front pages of our news papers. slid shut, dividing the family as effec tively as if they were on opposite sides of an ocean. The rest of that day was spent in a more or less frantic sight seeing trip -- underground. Mom would ride for a while and then sit on a station platform, anxiously scrutinizing all the trains that roared in and out. Pop did the same. Miles and miles were traveled by both through the city's subterranean pas sages. At last sorpe kindly person persuaded Pop to seek help at the Information Cen ter. He felt the same reluctance about leaving the subway as one sometimes feels about leaving the grave of a dear one, but at last he was persuaded. The information clerk called the transit lines and an order went out to all trainmen and ticket agents to be on About a third of all questions asked at the Center are on prob lems of transportation. OCTOBER 1041 [ '9 ] ETC In the towering caverns of the Interna tional Salt Company's mine far betnS. the surface of the earth this steam shovel digs deeper. Weather No Problem for Two Fords, Which Travel 12,000 Miles a Year a Quarter Mile Below the City's Streets. The 160 acres covered by the Inter national Salt Company's mine at Detroit offer the drivers of the cars both broad highways and narrower bypaths. Alto gether there are 2 5 miles of them, driven through solid salt. For the most part the chambers are fifty feet wide and half as high. As the cars roll along the re markably smooth roads, the headlights flash on crystal pillars and arches that support the solid salt ceiling overhead. The temperature is 58 degrees the year round, and tops of the Ford convert ibles have been removed, since there is never any rain to bother the occupants of the cars. The development of this mine, one of three operated in the United States by the International Salt Company, was be gun more than thirty years ago. The first shaft was sunk in 1910, and since that time vast quantities of salt have been removed. At the present rate of production it is estimated that the mine OF the millions of automobiles that have come from Detroit, two con vertible coupes have gone into regular service in one of the strangest ways imaginable--a quarter of a mile beneath the busy streets of Detroit's west side. Running in eternal darkness with their headlights burning constantly, the two cars operate in one of the great salt mines of the International Salt Com pany which lies 1,134 feet below the Michigan metropolis. And to give some idea of the size of the mine, the two cars in the course of a year pile up a total of close to 12,000 miles of driving. A completely equipped machine shop, located 1100 feet under the busy city of Detroit, keeps the mine's mechanical equipment in good condition. 1,1 ai.ji!j|i 4 mmm ETHYL YEWS {] ETC 31417 Etlward Yipe, mine foreman -who has worked there since 1910, stops his car to give instructions to one of his work men. At right is one of the rail cars which carries rock salt to the mine shaft. can be worked for another fifty years. Electric trains provide the main form of underground transportation, but about a year ago it was decided to sup plement them with automobiles to fa cilitate the work of the supervisory or ganization. Accordingly, one of the cars is used by Edward Yipe, mine foreman, who has worked in the mine since it was first opened in 1910. The other is used chiefly by mechanics to keep the mine's extensive machinery in perfect working order. To get the cars into the mine the col lapsible tops were removed as well as the fenders and wheels. They were then slung vertically beneath the "skip" (elevator to you) and lowered down the shaft to the mine level. They have not been to the surface since. Since the mine is fully equipped with extensive machine facilities to service the tools and heavy equipment used be neath the surface, the cars are given all the mechanical attention they need un derground. However, very little repair work has been necessary. Expert me chanics regularly check over the cars so the servicing is preventive in nature. Ethyl gasoline is used exclusively and it is felt that this has contributed to the fine service record that has been set by cars on this underground assignment. It is interesting to note that these two cars are contributing in a definite way to improved driving conditions for millions of motorists traveling on the surface. Much of the mine's output is being used for road stabilization, to give highways a better all-weather surface, and for ice control, which in winter promotes safety by giving motorists a dry, bare pavement. This latter use for salt is rapidly growing as highway engi neers are becoming increasingly aware of its efficiency and economy. In addition, the rock salt which comes from the mine is extensively used in in dustry through the Lixate process de veloped by International Salt Com pany. This process produces a brine as pure as that obtainable from evaporated salt such as you use on your table. Agri culture, too, uses great quantities of salt, for live stock feeding, and for refrigera tion, meat packing and curing. (Additional picture on page 2}) Tops have been removed from these cars, since weather is no problem under ground. The two Fords arc run a total of about 12,000 miles yearly. OCTOBER 1941 [^] WISSSH mrnumm ETC 31418 =r <! i I 'V . - ri \ Cook Yoar Own Meal (Continued from page IS) to the old Boylston Cafe to see if an ar rangement could be worked out where by the musicians would play for several hours, then be served their dinner. Mr. Smith decided that good food and drinks could be improved by sweet har monies and told the orchestra to go ahead. His boss threatened him with dismissal unless he chased the circus from the cafe but quickly changed his tone when the diners yelled at him to "quit disturbing the musicians." Mr. Smith added another "first" to his collection when he staged the first formal New Year's Eve celebration in 1898 at the old Hotel Hayward in Bos ton. He has traveled all over the world, seeking new cooking methods and ways of improving the old. He believes that people with appreciative palates are nearly always good cooks. "People do not dine any more," he says today, "they just eat. Of course, a few gourmets exist, but, for the most part, women have been responsible for the lack of interest in preparing meals. They expect to work and keep house. When they rush home from the office, they open a can, toss the contents into a pot and light a huge flame under it, not realizing that food should always be cooked slowly to preserve the flavor." Ford Training Army Mechanics (Continued from page 16) of Ford-built military equipment. All of it is mounted for instructional pur poses. According to War Department plans, 30 army officers will receive instruction at each of the posts. The mobile units will remain at the posts from three to five days. A feature of the instruction will be actual performance of opera tions, as far as possible, by students in the classes. The War Department itineraries for the traveling service schools cover the following camps: Fort Devens, Worcester, Mass.; Mil ler Field, Staten Island, N. Y.; Camp Holabird, Baltimore, Md.; Camp Lee, Petersburg, Va.; Fort Monroe, Newport News, Va.; Fort Bragg, Fayetteville, N. C.; Fort McPherson, Atlanta, Ga.; Fort Benning, Columbus, Ga.; Camp Shelby, Hattiesburg, Miss.; Camp Liv ingston, Alexandria, La.; Normoyle Motor Transport School, San Antonio, Texas; Fort Knox, Louisville, Ky.; Fort Riley, Junction City, Kans.; Fort Crook, Neb.; Fort Warren, Cheyenne, Wyo.; and Fort Sill, Lawtonj Okla. * Service Awards * The Following Service Awards Were Made as of October 1st, 1941 15 YEARS Robert O. Brown Administration 10 YEARS Roslyn B. Arbour Gas Testing, Baton Rouge 5 YEARS Martin Alspaugh Engineering, Detroit Jess J. Carmichael Gas Testing, Kansas City Elmer F. Mahlke Gas Testing, San Bernardino Albert Merz* Administration W. F. Nixon L. D. Reis Sales, New York Sales, Tulsa John C. Renfroe Gas Testing, San Bernardino Joseph Sessions Gas Testing, Baton Rouge Vinita Strutt Sales, Los Angeles *Award made August 1st Published by Ethyl Gasoline Corporation' Chrysler Building, New York City W. CARY HARRIS Editor FRANCIS V. V. ADRIANCE RUSSELL B. WESTON Associate Editors Correspondents sales dept. G. Rosser Atlanta F. S. Cronin Baltimore B. R. Jones Boston A. B. Wyrick Chicago S. T. Pruitt Dayton D. S. Flynn Kansas City R. L. Goltz New York M. P. Murdock Los Angeles C. F. Naylor Seattle L. L. Huxtable Tulsa MFG. DEPT. L. Barnum Baton Rouge C. Wasserman Deepwater Dr. Beatty Chemical Research E. L. Barringer Detroit J. C. Pope Gasoline Testing The material in this publication may be reprinted provided due credit is given the "Ethyl News" or Ethyl Gasoline Corpo ration unless it is a copyrighted article. OCTOBER 194I VOLUME 8, NUMBER 10 ETHYL NEWS [] etc 31419 etc 31420 There's a new kind of farmer in America He WORKS fewer hours -- but gets more done. He's not a laborer scraping a bare existence from the soil, but an executive operating a well-organized, profitable business. He's the new kind offarmer--the business man in overalls who today can produce the nation's farm products at low cost and still make a good living for himself. For farming has kept pace with the technical progress that is characteristic of other American industries. While only a few years ago the advantages of power-farming were limited to largescale operations, today compact, mod em tractors are within the reach of millions of small farm owners. Important in the development of these smaller, less costlv tractors has been the improvement of gasoline by oil refiners through the use of Ethyl's product, anti-knock fluid containing tetraethyl lead. Because higher anti knock gasoline permits the use of higher compression engines, great in creases in power and flexibility have resulted. .Big, costly engines are no longer necessary and the modern, highcompression tractor with its smaller butfarmoreefficientenginehas become the backbone of modern farm power. Today Ethyl research workers are continuing to cooperate with tractor and petroleum engineers in their search for even more efficient engines and fuels. For tractor engines--in common with automobile, bus, truck and airplane en gines--are inseparably related to fuels in their development. We invite engineers in every phase of automotive technology and operation to avail themselves of our research and service facilities at Detroit and San Bernardino. We believe that by working with technical men and ex ecutives of both the automotive and petroleum industries we are hastening progress that benefits the entire nation. ETHYL GASOLINE ^ CORPORATION . j |Chrysler Bldg., JVew York, N. Y. ' ! ETC 31422 American who here and there manages to find a place among them are a color ful bunch. Ever since their arrival, Toronto and the rest of Canada have been on tip-toe watching their hard hitting action. How did they get there? Scores left Norway with what was left of the valiant little navy that helped to sink a third of Germany's bat tle fleet. Scores more went on fishing boats or British destroyers. A dozen es caped in German bombers, stolen from Scores more have come by other routes and from every corner of the earth. An example to his men is the story of Major Ole Reistad, the man in charge at Little Norway. An athlete with Olympic medals and trophies by the dozen, he had 4,500 hours in the air behind him and was one of Norway's most famous test and military pilots before the blitz began. Major Reistad was at a large military airdrome near Oslo when the Nazis des cended, taking the country completely Young Norwegian Eagles Prepare in Canada to Fight Invaders of Their Homeland. By Adam Ross THIS is the story of the Vikings of 1941, blue-eyed, fair-haired youngsters from the villages of Norway and the towns of the U. S. A. On the broad runways of the Island Airport at Toronto, Canada, the Viking spirit lives again as members of the Royal Nor wegian Air Force carry on the tradi tions of their ancestors, the men who discovered America 1,000 years ago. A year and a half ago Germany in vaded Norway. For 62 days one of the weakest air forces on earth fought one of the strongest. The members of that "weakest force" left Norway still fighting. Today, joined by hundreds of fellow Norwegians from the United States and far corners of the world, they are getting ready to renew that fight, to hurl it back at their homeland's invaders. It is less than a year since a fleet of speedy American bombers and fighting planes began to arrive at Camp Little Norway in Toronto, yet already two squadrons are in action overseas. Al ready the first German planes have been shot down by pilots trained in Canada. These Norwegians and the odd "Watch that kid from Wisconsin!" says one ace Norwegian flying instructor to another as a recent recruit takes his first solo flight. under the noses of Nazi pilots. These were flown to the Shetland Islands. Still more, in two's and three's, have risked death running the German coastal blockade in row boats and sail boats. One trio in an 18-footer, a trio who had never been to sea in their lives before, reached England after fooling a German submarine with fishing nets. Today each of the three is juggling the controls of a Fairchild trainer similar to those used by the U. S. Army Air Corps. Two others, nameless for fear of Nazi revenge on relatives in Norway, made an incredible voyage across the North Sea from Bergen to the Shetland Islands in six days with a row boat. by surprise. The Major slipped away to his squadron of old, 1924-model Fokkers and was promptly blasted out of two airports by 1940-model Messerschmitts and Heinkels. But first five Norwegian planes--the only half-way modern fighters they had--went up to gether and took on a formation of 70 German bombers in waves. They shot down five. Three of the Norwegians were rather badly shot up before they landed and three of the pilots had flesh wounds from Nazi machine-gun bul lets. At this stage the Germans really turned the heat on. So, wobbling along with almost no ammunition left, little gas and no airport, the Norwegians headed for secluded ice- and snow-cov- ETC 31424 ered lakes. For the rest of Norway's stubborn 62-day resistance these lakes were their airports. For miles around Norwegian farmers would siphon gaso line out of their automobiles and take it in tins to the lakes. First they tried dive-bombing by stalling the machines over the targets. Then because they had no bomb sights, they would aim the planes at their tar gets. Later when ammunition ran low they even tried rigging up the empty gasoline tins with dynamite to use as bombs, but Major Reistad claims they weren't much of a success. Often the snow on these makeshift airports was deep and on one occasion 3.000 rein deer were rounded up and herded onto a lake so they would tramp it down sufficiently to permit take-offs. Flying a swift American-built Cur tiss fighter in Toronto today and show ing a youngster from Boston, Mass., how to do the same thing is one of Major Reistad's men who was cruising along at 3,000 feet after a brush with some German anti-aircraft shrapnel one night. A snow storm developed and his motor quit cold. He and his observer bailed out. The observer landed on the edge of a moun tain-top cliff in a drift, but the drift gave way, tumbling him over the side of the mountain. By some miracle his parachute re-opened and he landed safe ly in another drift, 300 feet below, be side the pilot. That observer also is in Toronto today, instructing in the latest of California-built Douglas attack bombers. When Norwegian rifles and their few machine guns finally gave way before German tanks and artillery, Reistad and the 2 J planes he had left flew to Finland, and there the pilots disbanded, swearing to meet again in Canada. All but five reached Toronto. Since they came hundreds of other Norwegians have arrived to learn to fly and join in their country's fight for freedom. There were 20 from Nor wegian whalers in the Antarctic. Whole ships' crews have volunteered and been turned down, for it is Norway's mer chant marine, the world's fourth larg est, which is earning che money that keeps her planes aloft and now makes her airmen among the world's best equipped. But when a torpedo hits its mark on ETHYL NEWS C4] ,i Norwegian freighter the survivors usually head for Little Norway and Little Norway today is full of torpe doed sailors. Heaven help the first Nazi Mibmarines they spot from their bomb ing planes. Hundreds of Canadians have tried to join the Norwegian Air Force, but by agreement with the Canadian govern ment the Norwegians won't take them and similarly the Royal Canadian Air Force doesn't take Norwegian citizens. Right now with more squadrons ready for overseas the Norwegians are looking for recruits and many an American of Norwegian descent has found his way into the brotherhood of Little Norway. Pay and allowances compare favorably with those of Uncle Sam's armed forces and the fun-loving Norwegians are popular with Toronto hosts and hostesses. There's never a dull moment when the Norwegians are around. Ask Wendell Willkie. When Willkie was in Toronto half a dozen young Norwegian daredevils roared up Toron to's busy University Avenue in the middle of the parade, wide open at 200 feet, doing barrel rolls. Traffic came to a standstill and where it didn't there were locked fenders and smashed radia tor grills by the score as drivers stuck their heads out of their windows, pay ing more attention to what was hap pening above than in front of them. Camp Little Norway consists of a settlement of special -wartime buildings thrown up opposite the Island Airport. These buildings are models of what well-lit, well-ventilated living quarters should be. They have their own hospi tal and a model kitchen which turns out Norwegian food planned with diets supplied by a former professor of the University of Oslo whose name is known to doctors all over the world. There's a women's auxiliary com posed of the half dozen wives who managed to get out of Norway with their husbands and wives who have come from other parts of the world and from the United States, so Camp Little Norway is probably the only mil itary barracks in the world with taste fully designed curtains on its windows and big, comfortable canteens or lounges turned out with a strictly fem inine touch. Preference is given to those who speak Norwegian when volunteers are accepted, but here and there is the odd flyer who doesn't. Number 1 of these is Captain Alex McLeod, a veteran American test pilot and a veteran of air fighting against the Japs in China. He's been in five armies and seven wars. His wife is Norwegian. Older men with special skills get a chance too, for the Norwegian Air Force needs hundreds of radio opera tors. mechanics and other technicians. Younger fellows unskilled in these lines ge: training from the ground up with some of the most elaborate equipment in use anywhere today. Armored, mo bile repair shops on wheels which move along at 50 miles an hour are part of this equipment along with mobile radio stations and parts trucks. One of the newest American recruits is a young chap from Norfolk, Va., who had a few hours in the air to his credit. The Norwegians got quite a chuckle out of his application form and ware pleased expressions when they read hu answer to the stock question: "Can ycu speak Norwegian?" "No," was the Y.rginian's reply, "but I can learn." A group of students consults a map before taking off on a long flight. i Mufflers must be able to withstand se vere and repeated backfiring, as a faulty muffler may set a car afire or permit dangerous fumes to seep into the pas senger compartment. Testing for Safety Thousands of Manufacturers Voluntarily Send Their Products to Underwriters' Laboratories for Investigation. By Ray Wyrick than 4000 factories in all parts of the country, subscribe to this service. They represent more than 100 industries and have submitted more than 200,000 ar ticles to the Laboratory. Over five million labels were used on inspected products in 1939. Tests on fire retarding materials, fire fighting equipment, accident and burglary pre vention devices have dropped insurance rates in those fields. The label stands for greater safety for life and property from loss or damage by fire or crime and from danger of accident. One of Underwriters' Laboratories' most important jobs is to test automo biles and automotive equipment. Take \\" HEX in doubt about the safety of a product, look for the Underwriters' Laboratories label. Anything bearing that label has been put through the most rigid safety tests. Underwriters' Laboratories are a non profit organization to which manufac turers voluntarily send their products for investigation, paying a fee which just covers the cost of the tests. About 3 5 01) manufacturers, operating more .Yozzle lalies for filling station pumps are mechanically operated in a test for leaks. Each pump and all its fuel handling parts arc required to stand a pressure of 5 00 pounds per square inch as insurance against the escape of gas oline and consequent fire hazard. ETHYJD NEWS [61 . Automobile directional signals are given an endurance test of 100,000 opera tions to determine their reliability. Me chanical operation of the switch and other parts of the mechanism reveals any weaknesses of construction or de sign which may cause the device to fail to function when needed to indicate a turn of an automobile, truck or bus. the windshield of a recent model car, for example. Windshield safety glass has been tested in actual collision of cars traveling at different rates of speed, with dummies at the wheel instead of human drivers. As a result an entirely new kind of glass has been developed to take the place of the old style safety glass, which was found to be dangerous. The new glass consists of a plastic which is used between layers of lami nated glass. If the glass is shattered the plastic holds it together, but the most important thing abouc the material is that it is flexible. It bulges and gives way under impact, so that the shock of striking one's head is not so great, yet it does not break so as to let the head go through and be caught in a "guillo tine." A stone will not go through or shatter this type of safety glass. The automotive industry has the Laboratories check the design of each new model for fire hazard before pro duction is begun. Underwriters' Labora tories engineers go to the factories when the new models are being designed and put fuel, ignition and ex haust systems through rigid tests. Gas oline tanks must be able to resist damage ETC 31428 in handling gasoline has been responsi the furnace 3nd a fire hose stream is ble for a decided decrease in the number played on the red hot surface of the of accidents in the petroleum industry glass. Unless the glass stays in place and in recent years. Gasoline vapor is highly continues to prevent the passage of explosive and one pint of gasoline ex flame, it fails to pass the test and is not posed to the air will soon expand into considered fireproof. 200 cubic feet of vapor, so explosion About half of all products submitted proof lamps, floating roof tanks which to the Laboratories are unsuccessful in practically eliminate the escape of gas, the required tests, but in some cases flame arresters and vent valves are only a minor change in design is neces among the safety devices approved. sary to bring them into compliance with Objects of special attention are the the standard. When this improvement pumps which dispense annually billions is made and the device sent in again for of gallons of gasoline to millions of investigation, it may be approved. In motor vehicles in the United States. every case of failure a detailed report Motors, electric switches and lighting goes to the manufacturer, explaining fixtures on these pumps and the piping exactly what safety specifications the through which the electric wiring is product did not meet. run must be so constructed as to con fine an explosion, in the event that any failure of the electric system causes a spark and ignites gasoline vapor. Under writers' Laboratories determine whether the parts are able to meet this require The motoring public is protected by the pressure tests and explosion proof electrical parts which safeguard gaso line pumps. The pumps are operated under various conditions for many ment by actual explosion tests in them hours in order to check their reliability. with gasoline vapor and air mixtures. In another test the pump unit is operated under various conditions for many hours to find out if it is reliable. Then the entire system -- pump and all fuel handling parts -- is required to To test the strength of explosion-proof lighting fixtures, an actual explosion is caused inside the light container. stand a pressure of 300 pounds per square inch to see if it will leak. If it passes this test, the pump has an ample I safety factor, as 300 pounds is con siderably more than it will have to stand I in actual service. Building materials are subjected to many tests to make sure that they are fireproof. One of the most spectacular of these is the ordeal through which ! window glass must pass in order to win an Underwriters' Laboratories label. A window is built in the wall of a furnace, just as it would be installed in the wall of a building. There roaring flames lick it for a period of 45 minutes and the temperature hits 1640 degrees, which is eight times as hot as boiling water and a more severe heat than any window could be subjected to in a burning building. But that isn't all! If the heat has failed to crack the glass, it next must undergo the water stream test. The wall containing the window is rolled from ETHYL YEWS [8] A** Sj4*^ 'SrJ'fc',, * **/ Assurance that the high degree of safety required will be maintained in production is given by frequent checks on the manufacture of approved prod ucts. Technical experts from the Labor atories' 200 inspection offices annually make over 60,000 visits to factories. The work of Underwriters' Labora tories dates back to the Columbian Ex position -- the first Chicago World's Fair -- in 1893. Incandescent bulb elec tric lighting was to be one of the fea tures of the Exposition, but-fires broke out in some of the installations and damaged the buildings. The capital stock fire insurance companies, now the Since leaking fuel lines in automobiles are dangerous, Underwriters' Labora tories engineers subject fuel lines and fittings to 30 hours high frequency vi bration on the machine at left while the lines are carrying 60 pounds of air pressure. Fittings and tubing should be tight and intact at the end of this test. No crystallization, breakage, or loosen ing of the joints should result. National Board of Fire Underwriters, sent an engineer to find out what could be done to stop the fires. And so Under writers' Laboratories were born. Today the Laboratories have a main office and testing station in Chicago, test stations in New York, San Fran cisco, and Lemont, 111., and 200 inspec tion offices throughout the United States and Canada, as well as one in London and two in Hawaii. At the Lemont station, which is located outside the town, hazardous work is done with poisonous gases and nitroglycerine. The Laboratories' high standards are based on the experience and engineering knowledge of some of the best minds in the country. Representatives from each industry concerned, building inspection authorities, and insurance men all col laborate with Laboratories engineers in drafting standards. The Following Many automobile fires are caused by ignition of leaking gasoline or flammable anti-freeze solutions. 'i> j. l NOVEMBER 1941 [9] wm have been made as of November 1st, 1941 15 YEARS A. H. Chenault, Sales, Los Angeles 10 YEARS Frederick Hughes Engineering, Detroit J YEARS Alvin J. Baldwin, Sales, New York W. R. Barnes Sales, Tulsa Edward J. Darragh Manufacturing, Deepwater Arthur F. Johnson Sales, Kansas City Miles A. Kinley Sales, Chicago Ellis K. Locher Sales, New York John S. Maynard, Sales, Baltimore Robert R. Mead Sales, Seattle Hymin Shapiro Chemical Research, Detroit ETC 31430 Manpower aids the boom cats" to maneuver a section of pipe into place. ! Pipeline Under Construction Between Portland and Montreal were arranged in mosaics and from them engineers decided on the path of least Will Eliminate 12-Day Tanker Trip. resistance through the rugged mountain country of northern New Hampshire and Vermont. The irregular topography presented difficulties, forcing the line to a high point of 1,950 feet in the White Mountains and to a depth of 15 feet be THE 23 6-mile pipeline between Port approximately 250 men each, one crew low the river bed of the St. Lawrence. land, Maine, and Montreal, scheduled working east and the other west. The New England axemen cleared a path for completion December 1. will free at men who comprise these crews are 3 5 feet wide through the forest and least four tankers for other duties by mostly natives of Texas and Oklahoma, construction crews followed with bull eliminating the 12-day, 2000-mile trip veteran "pipeliners," many of whom dozers, steam shovels and ditching ma around Cape Breton Island and up the have seen service in Romania, Iraq and chines. The huge ditching machines cut St. Lawrence River. Eight pumping sta South America. At the peak of con channels four feec deep and three feet tions along the line will move a maxi struction as many as 1700 men, includ wide at the rate of 15 feet a minute in mum of 60,000 barrels of crude daily at ing many New Englanders, were em soft earth. Caterpillar tractors with der a rate of from three to four miles per ployed. ricks, known as "boom cats," lay the hour. The route for the line was surveyed 12-inch pipe. So powerful are these Work was started early in the sum beforehand from a plane flying at boom cats that they can cold bend the mer at Gorham, X. H., by two crews of 17,000 feet. Photographs of the country pipe when a curving contour of the landscape, such as a hilltop or a stream bed, demands it. The pipes are welded together by ex pert welders. Then, to guard against leaks, the welds are covered with soap suds and compressed air is blown into the pipe until the pressure reaches 120 pounds. If no soap bubbles which indi cate leaks appear, water is pumped into the pipes under 900 pounds pressure as an additional test. Dirt, stones and other debris are cleaned out of the pipeline by a small machine known as a "go-devil," which is equipped with rotating knife blades driven by compressed air. Frequently the go-devil evicts birds and animals, including skunks, which seem to take delight in making their homes in the weatherproof pipe. When a section of the line has been completed, a small tractor scraper, or a back filler, pushes dirt over it to a depth of three feet. The pipeline makes several river crossings during its 236-mile journey, going under the Androscoggin twice and under the Connecticut, the Riche lieu and the St. Lawrence. Since the latVOVEMBEK 1941 ln] Governor William H. Wills of Vermont and the Honorable C. D. Howe, Minister of Mu nitions and Supply for Cana da, weld the line where it cross es the international border. A path for the pipeline had to be cut through dense forests. The pipe is cold bent to fit the contour of the country. . M'Ll'. -ter two rivers are used extensively by cargo-bearing craft, ditches had to be blasted in their rock bottoms in order to carry the pipeline well below the depth of the channel. The new line is being built at a cost of S8,100,000 and 32,700 tons of pipe are being used. Its eastern terminal is at South Portland, where ocean going tankers will unload their cargoes. Facil ities of the tanker terminal will be such that a tanker can unload its average load of 110,000 barrels into storage tanks and be at sea again in from ten to twenty hours. An air view of the tanker terminal in South Portland. Not foreign countries and cities but toivns in Maine near the route of the pipeline. A trainload of pipe arrives in Gilead, Maine. I On August I a ceremony was held on the Canadian border near Highwater, Quebec, and Xorth Troy, Ver mont, to celebrate the welding on of the first section of the Canadian part of the line. Among those at the dedica tion were Adelard Godbout, prime minister of Quebec; Governor William H. Wills of Vermont, C. D. Howe, Canadian minister of munitions and supply, and J. P. Moffat, U. S. minister to Canada. More than 2,000 French Canadian villagers and Vermont dairy farmers attended the event. ETHYL NEWS [ I2 ] i m > Marty Gilman Has Sent Over a Thousand of Them to College, but Not a Single One Has Flunked Out. By Martin Sheridan Coach Ducky Pond of Bates, sec ond from right, who last year was Boss of Yale's footballers, admires Bosko, the latest addition to his squad. BELIEVING that there is little dif ference between himself and Lilly Dache or Hattie Carnegie, Marty Gil man, designer of football dummies for hard-hitting players, recently mailed out engraved invitations to his first fashion show forecasting what the welldressed football player will wear and practice with. Marty does things like that! He's a 3 3-year-old bachelor with plenty of nerve and brains. He describes himself as the "father of football dummies that pick themselves up" and do almost everything an opposing player does on the field except talk. And Gilman says they may be able to do that soon. The major problem of all football coaches -- aside from producing a good team -- is to reduce injuries. Coaches are gradually realizing that it is a fal lacy to believe that you can harden players into condition by beating them up. The chances are greater that you will break them down. Body contact is the cause of injuries -- and games being lost. While there are some coaches who do not believe in extensive use of dummies, it is note worthy to find that the coaches who are leaders in the sport are in favor of more and better protective equipment. The credit for Martin John Gilman's latest "fashion creation" -- blocking armor -- goes to Dick Harlow, Har vard's head football coach, who told Marty that something should be done to afford players with moving targets and at the same time protect both the blocker and defensive man from injury. "After thinking over Harlow's ideas," Marty tells you, "I went back to my \OVEMBER 1941 [ i3 ] ETC 31434 workshop to express them in terms of action. When I completed my interpre tation of them, I took 'Fightback' to Cambridge." These protective pads resemble a baseball umpire's chest protector in combination with hip and leg pads. Harvard's gridsters now have complete outfits which they say allow the men to drill more vigorously with less risk of injuries. They can practice full speed blocking and come out of the fray with out any bruises or charley horses. Have you heard of "Go-back," the human looking, human acting dummy? This life-like gridster is six feet tall, weighs 400 pounds, can take it all day -- but he's got lead in his feet and can't dish it out. The University of South Carolina and Temple were the first schools to adopt Gilman's brain child. Unlike live players, he cannot be penal ized for roughing it, for interference or for offside plays. So Marty Gilman has become the only unmarried man -- or married man, for that matter -- who has sent 1,000 dummies to college. His "offspring" cannot break training by staying out late at night nor can they flunk subjects to become ineligible. Furthermore, they never try to sneak in a cocktail or a glass of beer. They lead a tough life at college, getting pushed around and smashed into Coach Jim Moore from Kentucky, left, and Gilman give a "Comeback" dum my the works. A class of dummies receives last minute instructions from Gilman before going to college. all the time, but the beautiful part of their life is the fact that they don't even have to know anything -- not even re member signals! In fact the dummy at the University of Mexico cannot speak Spanish! You may say that football teams have always worked out with dummies. Oh yeah! Did you ever try hitting one of those sawdust or sandfilled bags? It's just like trying to run your shoulder through a solid oak door. You end up with bruises and sore muscles. The latest thing in football dummies is the portable inflated dummy that weighs only a few pounds and is ideal for teams to use when practicing on distant fields. It either has the shape of a human being or is pear shaped with a heavy base which enables it to pick itself up after being knocked down. For youngscers interested in football, there is a 42-inch dummy. High school and prep gridsters work out on a fivefoot seven-inch dummy, while college and professional teams utilize the sixfooter. Bozrahville, Connecticut, might have become famous as the birthplace of Marty Gilman if he had known how to spell Bozrahville. But he didn't, and so residents changed the name of the little town of 300 people to Gilman, after Marty. Marty is one of seven children, all of whom are college graduates. When he was 13 years old he went to Norwich Free Academy to see about enrolling. "Sorry," said the headmaster, "but we accept only those who have stood in the upper third of their class." "Why, I finished at the head of my class," boasced Marty. ETHYL, YEWS [ 14 ] The hardest blocks don't hurt u/hen a player wears "Fightback" pads. "How many were there in your class?" the educator asked. "I was the only one," Marty retorted, having attended a little red schoolhouse. Marty later attended Connecticut State College where he played guard, al though his weight was only 142 pounds. His father owned the Gilman Cotton Mills where he became general manager after graduation. The young man no ticed that much cotton waste was piled up around the plant at a loss to the owner. One day he stuffed a heavy can vas bag with the waste material, had it sewed up and practiced blocking it. His former football coach at Nor wich Academy stopped by and noticed the dummy. He punched it and kicked it, then scratched his head. "Say, Marty, that's pretty good. How about building one for us?" he asked enthusiastically. Gilman made the dummy and, what's more important, was paid for it. Here was the solution to his cotton waste problem. He began to make simple dummies and sold them to Navy, Cali fornia, Brown, Dartmouth, Army and other institutions. He was feeling satis fied until a friend told him: "I enjoy practicing with your dummies, only they fall over when hit." That gave Marty another idea. Util izing a simple physics formula as the entire mechanics of a new dummy, he had a heavy cast-iron base molded. He covered it with sponge rubber and placed it at the bottom of a heavy can vas covering. This Marty stuffed with the cotton batting and woolen hair. The pear-shaped creation was named "Come back" after it proved it could pick itself up after a player knocked it down. Visiting Gilman, Conn., is an experi ence. You take the road from Norwich to Hartford. When you've covered about eight miles, you come upon a little sign pointing to the right and spelling out GILMAN. Down that road you go for a quarter of a mile to the Maple Wood Hotel, a former summer hostelry, Gilman's headquarters. Marty works and lives here alone. During the summer dozens of coaches and players visit the "Rag Doll House" to practice blocking and tackling the dummies in Marty's field. Last summer, Lying on the floor of his home, Gilman designs his protective equipment. Jim Moore, head football coach at Mur ray State College in Kentucky, worked with Marty for eight weeks. Marty Gilman is an excellent example of rugged individualism. He purchases all materials for use in construction, de signs new patterns, assembles some of the equipment, tests all of it and drives more than 40,000 miles a year to show his wares to football coaches from coast to coast. In breaking down sales resis tance, he reaches his climax by going to work personally on his dummies in the presence of coaches and squads. And he writes all his advertisements. Up to last year, Gilman played professional foot ball as a diversion. In addition, this human dynamo serves as constable and police force of Gilman and has both telephones in the town. Right now he has reached the cross roads. In other words, he is stumped -- stumped in the sense of trying to figure out some new kind of dummy to create. You see, he has turned out dummies for practically every purpose. The only new one he could possibly make would be a mechanical man to go through the mo tions of playing and keep the live players on the bench for substitutes. A true bachelor, Marty Gilman is not interested in marriage. Besides, he points out, his dummies are family enough for him at the present time. NOVEMBER 1941 [ S ] CIVILIAN WINGS The Light Plane Industry is Stepping up Production to Keep Pace With the Government's Pilot Training Program. By Francis V. V. Adriance NOT so many years ago some gentle men with '`vision" were forecasting the day when planes would take the place of automobiles just as the automobile replaced the horse and buggy. The day when this was supposed to happen is long past, but the motor car is still with us in ever increasing numbers. Why? Because for certain purposes the air plane simply isn't practical and prob ably never will be. You can't say, "The plane, James! I would fly downtown and purchase the week's groceries." You need quite a sizeable piece of ground in which to lift a light plane into the air and set it down again -- a tract 300 to 400 yards square is about the minimum. Unless you wish to knock on the Pearly Gates ahead of schedule, you must warm up your engine for several min utes before taking off, so that the en gine won't sputter and die when you need it most. What's more, you cannot take the family touring in your light plane, as it will accommodate only two passengers in addition to the pilot, or a maximum load of 600 pounds. These are only a few of the reasons why most light plane owners possess automobiles, too. Nevertheless, the light plane industry is booming and shows every sign of continuing its boom, provided it is not crippled by defense priorities. Six thousand light planes were constructed in 1940 and 12,000 more are scheduled for 1941. And eight years ago, in 1933, only 73 were built! This phenomenal growth is undoubt edly due to the tremendous jump in the number of licensed pilots, most of whom learned to fly in light planes. In 1939 there 'were only 23,000 private flyers, while by the end of 1941 there will be about 100,000. The CAA Civil ian Training Program will have turned out S5,000 pilots by then. The Army ETHY1 NEWS [ 16 ] Ii.ts boosted its student training pro gram from 12,000 men a year to \0.000 and the Navy will train 5,000 this year. A CAA official estimates that we will come out of the present emer gency with over 200,000 pilots. As many of these men will wish to con tinue flying in their own planes, pros pects for the industry appear bright. At this point one well may ask: Just what is a light plane? The average light plane has an en gine of 75 horsepower or less, a length of 20 feet from nose to tail, and a span of 3 5 feet from wingtip co wingcip. It will take off in 100 yards, land within 200 feet at a speed of 40 miles an hour 'or less, and fly from 90 to 115 miles an hour. On a full tank of gasoline it will cruise 400 miles without refueling and it has a ceiling of 14,000 feet. Its ten to one glide ratio--which means that for every foot of altitude it loses in a glide it will travel ten feet horizontally --equals the performance of some mo torless gliders and is an important safe ty factor. The light plane men haven't been standing still, waiting for business to come rushing in the door. They have been making many improvements in their products, notably in engines. Makers of the three outstanding mo tors, the Continental, the Lycoming and the Franklin, the latter an adap tion of the air-cooled engine used years ago in automobiles, have stepped up their power plants by 60 percent. Up until 1939 about 80 percent of light plane engines were rated at from 40 to 50 horsepower, which made the planes they powered little more than gliders, good for only short flights close to the airport. In 1940 the average was stepped up to 75 horsepower with only small increases in price and weight. En gines are basically of the four-cylinder, air cooled, opposed piston type, fool proof in design and most of them hav ing a dual ignition system. It isn't un usual for them to run 700 hours with out an overhaul, and not long ago two hardy young pilots set a flight endur ance record for light planes of 736 hours aloft. There have been several coast-to-coast non-stop flights which required from 23 to 30 hours. With increased volume of production, costs of light planes have gone down. Prices range at present from $995 to almost 53,000, with most manufac turers trying to stay below the $2,000 mark. Parts which are cheaper but just as efficient are used whenever practical. For instance, plywood floats for sea planes are now being studied and may replace the aluminum floats which add 30 percent to the cost of the plane. Most important of all, light plane builders are going all out for safety. The modern product is practically spin proof, with wings of high camber -- or curvature--equipped with flaps and wing slots that cut stalling speeds down to 40 miles an hour. In 1940 light planes set an all time record of 991,842 miles flown per fatal accident, which is a 69 percent improvement over the preceding five years. As a result, the compulsory life insurance policy which each CAA student must take out has dropped in cost during the past year from $30 a thousand to $9 for a $3,000 policy with a $1,000 hospitalization benefit in the event of injury. In addition to the improvements de scribed above, light plane interiors are being dressed up to rival those of the more luxurious automobiles. You will find such features as two-tone uphol stery, foam-tex seat cushions, plastic control wheels, glove compartments, self starters, mufflers, and two-tone in- 1VOVE1UBER 1041 [ 17 ] strument panels and paint jobs in the most recent models. Some de luxe mod els are chrome plated from the control stick to the cowling in front. Four producers manufacture 90 per cent of all light planes. Largest of these is the Piper Aircraft Corporation of Lock Haven, Pa., which made 3,064 planes in 1940 and expects to top 5,000 in 1941. Its 1,200 employes are turning out 8 5 planes a week. Piper Cubs range in price from S995 to $2,395, with the standard trainer at S 1,400 the most popular model. Second largest is the Taylorcraft Aviation Corporation of Alliance, Ohio, which built 924 Taylorcrafts in 1940. With 398 workers and an addi tion to its plant, the company has sec its goal at 2,500 in 1941. Taylorcrafts come in three models--two trainers at 1 1.650 and $1,88 5 respectively, and a de luxe model with special equipment for $2,000. The Aeronca Aircraft Corporation of Middletown, Ohio, turned out 800 planes in 1940 and has set its 1941 quota at 2,000. Its 400 workers are producing planes at the rate of 40 a week. The Aeronca trainer sells at from $1,445 to $1,5 8 5 and more elaborate models range in price from SI,770 to $1,905. Fourth in size is the Luscombe Air plane Corporation of West Trenton, X. J.. manufacturer of 600 light planes in 1940 and working toward 1,200 this year. Luscombe planes, which are made of an all-aluminum alloy, are built in three models -- the trainer priced at $2,095, the standard job at $2,195 and the de luxe at $2,795 Although this entire output is not yet large enough for manufacturers to use mass production methods through out, the manufacturers are working to ward mass production step by step. Much has been done to bring upkeep and operating costs of lighc planes within the reach of the average man's pocketbook. If a plane owner does a great deal of traveling, he will find his operating costs are less than the cost of running an automobile, since a plane is less complicated than an auto and, ex cept for the engine, has no moving parts to wear out. With a 65 horse power engine, a light plane will cruise at about 100 miles an hour, burning 4.5 gallons an hour or a gallon every 22 miles. Flying 2,500 miles a month, an owner will pay an average of S80 monthly for everything, including hangar rent, gasoline, oil, depreciation and maintenance, or 3.2 cents per mile of which only one cent goes for gasoline and oil. But here is the rub! If an owner flies less chan 2,500 miles per month, his Powered with a 40-horsepoicer, twocylinder engine, this Aeronca of a few years ago was little more than a glider. Now look at the photo at right. operating and upkeep costs per mije rise sharply. As an inducement to prospective purchasers of light planes, manufactur ers are offering a free flight training course wich each plane bought. In rec ognized flying schools it costs from $50 to $60 to learn to solo and a minimum of S300 for a course leading to a pri vate pilot's license. Going back to the plane versus auto mobile argument, it is a fallacy to com pare the light plane of today with the automobile of 3 5 years ago. Although today's plane is far more advanced me chanically than the 1906 car, the early automobile came on the scene with roads already built on which it could travel. For the plane, however, airports and landing fields must be constructed. In the entire United States, with its 3.300 towns and cities of more than 2,500 population, there were less than 2.300 airports, including Army, Navy, municipal and private, and about 30,500 miles of lighced airways as lace as last April. Besides, autos travel on the ground where man has always traveled, but planes fly through the air, a com paratively new medium of travel. Before light planes can furnish seri ous competition to the motor car, the public mind and mode of life must be come adapted to the ease of long dis tance travel offered by the airplane, and thousands of airports must be built at a cost of from $5,000 to $20,000 each. At present only 30 percent of all light ETHYL NEWS [ i8 ] planes are used for business or pleasure; the remaining 70 percent are used for flight training purposes. The defense program will not halt light plane production, those in the in dustry believe. Less than one percent of all material going into aviation prod ucts is used for light planes, and the industry requires only general utility toots and machines which can be ad justed for production changes. It does A step toward mass production is this method of spraying paint on Piper Cub wings while they ride a ferris wheel. not use any new machine tools such as are used in the production of military This sleek, streamlined Aeronca of to day bears little resemblance to its awk ward older brother, shoivn on the pre ceding page. planes. In addition, both Army and Navy are sold on light planes as eco nomical trainers. After the present crisis is past, the light plane industry, which at present is capitalized at only about 53,000,000, should really go places. Among other things, it may absorb the productive capacity built up for defense and so help offset the slump which inevitably follows every war. ETC 31440 TheyWere Equal totheProblem Engineers inspect the first machine guns turned out hy an auto accessory plant. Automobile Manufacturers Association photo Automobile Accessory Production Experts Have Introduced Many New Ideas in the Manufacture of Machine Guns in Quantity. ONE day in September 1940, United States Army Ordnance Officers asked representatives of four automobile ac cessory plants if they could undertake mass production of machine guns for delivery by January 1942. The manu facturers offered to try. One day in April 1941. the first con signment of machine guns to be manu factured in automotive factories was placed aboard an army airplane for delivery to an arsenal -- eight months ahead of schedule. The accomplishment was the first fruit of a remarkable example of co operation by government officials and automotive engineers. To achieve the result, jungles of red tape had to be slashed, hundreds of antiquated ma chines had to be moved from arsenal storerooms and reconditioned, scores of automotive machine tools had to be adapted to new tasks, dozens of new machines invented, and thousands of workers taught new crafts. Though the men responsible for it would be the last to admit that the achievement is miraculous, they do maintain that it shows how the deter mination and ingenuity of free people in a democratic society are capable of matching the concerted effort which an autocratic state imposes on a regi mented people. Here is a measure of the accomplish ment: When the question was first asked of them, most of the manufacturers had never previously seen a machine gun of any of the types needed. After studying the ordnance exhibic, they asked: "Do you want guns as beautifully finished as those hand-made products?'' "No," was the reply. "We want ef ficient guns and a lot of them--a hun dred a day if possible." The next question concerned ma- chines for making the guns. Did the arsenals possess such machines? They did. But when the machines were moved out of the storerooms and divested of their protective coatings there was general consternation among the motor technicians. The machines, whose ages ranged from 21 to 73 years, were main ly belt-driven antiquated devices. "They're the best we have," said the officers. "We'll try to recondition them," said the manufacturers. Moved into the automotive plants, the machines were cleaned, painted, re conditioned. re-tooled and motorized. Their ranks were bolstered by the ad dition of machines borrowed from auto mobile production lines. While this work was in progress, some of the arsenals' machines were loaned to schools for the training of operators and supervisory personnel, of which more than 10,000 will be re quired in the four plants for peak prod uction. Hence, by the time operations were ready to begin, the nucleus of the personnel was ready. Machines were sec ETHYL YEWS [ 20 1 up in accordance with accepted assem bly-line practice, so that individual gun parts would move in steady streams via overhead conveyors through successive operations toward the final assembly point, the firing test range and the ship ping room. Working together, army officers and production engineers vied with each other in instituting daring innovations in ordnance manufacturing techniques --and had a good time upsetting tradi tions. Tumbling machines were designed and installed to eliminate almost 90 per cent of the time-wasting hand-filing formerly deemed necesesary to put the final finish on the 28 5 parts of the aver age gun. For the drilling of bores -- formerly a slow and laborious opera tion with a horizontal drill--a special machine was built which drills six bar rels at once, with the force of gravity and oil under pressure assisting the ver tical drills. For the cutting of some parts of the guns' mechanisms, gunsmiths tradi tionally used high speed steel cutting tools, which had to be sharpened be tween each operation. "How about using cemented carbide tools?" the auto engineers asked. "Let's try," the army officers replied. Result: Tremendous savings of time. For the finishing of some very small parts the innovators borrowed ma chinery formerly used in the manufac ture of sewing machine parts. Techniques developed in the manu facture of valve stems were brought to bear on the job of turning out firing pins. Trunnion blocks and side holding plates, formerly drilled separately and subsequently fitted together in assem bly, were drilled together so that no laborious fitting operations would be necessary. Rivets, formerly turned out one at a time by turning down bar stock with screw machines, are now being knocked out at the rate of 180 a minute by a header machine handling rod stock. Side plates, formerly milled singly, are now ground out six at a time. Air holes in the barrel jacket were traditionally elliptical, requiring three operations for each hole. "Why not round holes?" the auto engineers asked. "Why not, indeed?" the army officers replied. So, round they became and three operations per hole became one per ten holes. Then, to give the trick an addi tional fillip, they tried punching instead of drilling. It was faster and better. At the moment of this writing the tradi tion-busters are playing with the idea of punching all the holes at once in a flat steel sheet and then rolling it into a tube. The delicate task of rifling the barrels baffled the experimenters for a time. It called for fifteen trips of the chiseling tool through each of the four spiral channels in a barrel. When the army of ficers said there was to be no checkreining of imagination on this job, the production engineers invented a ma chine which reduced the operations to two. Rifling is now done in onethirtieth the former time. As done by gunsmiths, production of shell chambers was a precision job from start to finish. As revised by these novice ordnance engineers, the emphasis on precision is placed where it belongs --toward the end of a series of sim plified operations, where a few highly skilled men can refine the rough cuts that unskilled operators make in early stages of manufacture. In cleaning gun barrels after test firing, the saving of time is phenomenal. "Miracle" is the only fitting word for the trick which, employed here, tele scoped 48 hours into less than a minute. Mass production of gun barrels is under way. Automobile Manufacturers Association photo Each of these machines drills six barrels at once. Automobile Manufacturers Association photo XOVEMBER 1941 [ 21 ] This Month's Cover THE Fifth Marines, a unit of the Sec ond or Indian Division, A.E.F., are shown passing beneath the Victory Arch at Madison Square, Fifth Avenue, New York, on August 8, 1919, soon after their arrival from France. Nine thousand officers and men com prised the first contingent of the Second which arrived in New York August 3 aboard the transports George Washing ton and Santa Clara. Other units came back during the next few days on the Finland, Ryndam, Wilhelmina, Levi athan, Julia Luckenbach, Santa Paula, and Virginian, swelling the total num ber of men who marched in the parade of the Indian Division to 27,000. Ordered to parade by Secretary of War Newton D. Baker, the battle scarred veterans formed ranks at Wash ington Square and proceeded up the avenue amid throngs which cheered and wept tears of joy. They passed the re viewing stand on the steps of the New York Public Library and continued as far as 110th Street. Major General John A. Lajeune of the Marine Corps, the Second's com mander. led his men on horseback. The Indian Division was one of the "fightingest" units in the A.E.F. Almost the first to go overseas and one of the last to return, it saw action at Verdun, Chateau Thierry, Soissons. St. Mihiel, Champagne, and in the Meuse-Argonne offensive. While engaging 39 Hun divisions from Verdun through the Meuse-Argonne drive, the Second took 12,000 prisoners. It suffered higher casualties than any other A.E.F. division. Citations for gallantry in action were received by 3,S00 officers and men. Of this number 646 were awarded the Dis tinguished Service Cross. Four days after the Armistice was signed, the Second began the historic march to the Rhine as part of the army of occupation. Arms-, Navy and Marine Corps were represented in the Indian Division, the Marine Corps by the Fifth and Sixth Regiments and the Navy by medical units and Marine chaplains. In This Issue November 194! Vol. 8 No. II Sons Of The Vikings........................................................3 Young Norwegian eagles prepare for battle Testing For Safety.............................................................. 6 The work of Underwriters' Laboratories has cut insurance rates Ethyl Service Awards........................................................9 Oil Overland.................................................................. 10 Portland-Montreal pipeline will free four tankers Latest Football Dope From ADummy . . .13 Gilman's brain children neier break training Civilian Wings.................................................................. 16 The light plane industry goes ahead They Were Equal To The Problem............................ 20 Auto accessory plants turn out machine guns With the exception of copyright articles, material in :hi< publication may be reprinted provided due credit is given the ''Ethyl News" or Ethyl Gasoline Corporation. Published by Ethyl Gasoline Corporation, Chrysler Building, New York City Editor: W. Cary Harris Associate Editors: Francis V. V. Adriance Russell B. Weston Correspondents: G. Rosser, Atlanta; F. S. Cronin. Baltimore; B. R. Jones, Boston; A. B. Wyrick, Chicago; S. T. Pruitt. Dayton; D. S. Flynn, Kansas City; R. L. Goltz, New York; M. P. Murdock, Los Angeles; C. F. Naylor, Seattle; L. L. Huxtable, Tulsa; L. Barnum, Baton Rouge; C. Wasserman, Deepwater; Dr. Beatty, Chemical Research; E. L. Barringer, Detroit; J. C. Pope, Gasoline Testing. ETHYL NEWS [ 22 ] ETC 31443 How far can a gallon of gasoline fly? TlARDLY A DAY passes that we don't read <>f some new airplane that shat ters ail previous records for speed, size, cruising range or carrying capac ity. Airlines, manv of them stretching across oceans and impenetrable jun gles. are constantly being expanded as ways are found to make a gallon of gasoline fly farther and faster. Spurred on by the requirements of national defense. American engi neers have redoubled their efforts to produce more power from eacli gallon of fuel and for each ounce of engine weight. Today, years of progress are being crowded into months and weeks . . . and few would venture to predict what tomorrow will bringo. For even today's most efficient en gines can convert only a small portion of gasoline's potential power into use ful work. There remains a vast reser voir of unused energy that stands as a constant challenge to the engineers operate witii both engine builders and of both the aviation and petroleum in fuel refiners in solving mutual problems. dustries. Only when we know how far Our research laboratories at Detroit they can go in the practical develop and San Bernardino function as a "clear ment of fuels and engines can we tell ing house" for technical information how far or fast tomorrow's gallon of and help coordinate many individual gasoline will fly. research efforts. We also contribute Ethyl is privileged to help in this the results of manv of our own experi important progress through both ments with fuels and engines. product and service. Ethyl's products, Thus, by supplying an essential prod anti-knock fluids containing tetraethvl uct and by assisting technical men in lead, are used by oil refiners to im various phases of gasoline power de prove gasoline. This, in turn, permits velopment we are, we believe, con engine designers to increase the effi tributing to progress that will be of ciency of engines--not only for air lasting benefit to the nation. planes but for all types of gas oline-powered equipment: automobiles, trucks, buses, tractors and military vehicles. ETHYL GASOUNEJ Since both engines and their fuels are inseparably related in their development. 'CORPORATION A Chrysler Bldg., Ethyl research workers co **t-nm**- ETC 31446 Ill Test Drivers Run Cars Long Distances During the Hours of Darkness to Help Determine What Tomorrow's Automobiles Will Be Like. By E. L. Barringer I KNEW I wouldn't get any sleep that night, but nevertheless I couldn't sleep late in the morning. Sam was used to the night shift. It was morning to him as we nosed the test car out of the garage into the late afternoon traffic. Already the streets were filling with workers going home and others on their way to the night shift in Detroit's busy factories. Sam stepped along briskly through boulevard traffic. He wasn't trying to keep up with the wild drivers nor was he pampering the car. His job was to put on miles in the way a normal driver would, and we could have passed for a couple of office employees in the cus tomary hurry to get home during the 5 o'clock rush. I noticed that the speed- ometerhad registered only 13,617 miles. "How long have you been driving this car?" I asked. "About four months," he said, and then as he saw me staring at the mileage he laughed. "This is the second hundred thousand." You never would have thought so to look at the car. It was a new model in the middle price range and a nice job. The only unusual thing was a pair of brass dials on the instrument panel, which showed pressure in the two fuel tanks. Sam said that half the cylinders oper ated on one fuel and half on another. Two types of gasoline were being tested in the same engine to insure identical driving conditions. In the trunk com partment there was a special tank for the second type of gasoline. Also the car had unusual zip and pickup. When I asked Sam about that he told me that the engine had been "souped up with an extra high com pression ratio" to give it power far ahead of today's models. So we looked like we were driving home, but we were really driving to the conclusion of some engineer's idea on how motoring could be improved. The special engine and the special fuels required were two more steps in the long search towards better cars and better fuels. "Maybe they are right this time -- maybe they are wrong," said Sam, "but L \ .A ij ah tP ..I,' i *1 r~ A Deep snow doesn't halt Ethyl test drivers, who pile up the miles under every type of road condition. ETC 31448 3 W At the start of a test run a driver has to buck Detroit's rush hour tt Oscar and I will run this car until it falls apart, and then they can check up and find out whether it was a bad steer or a good steer. Then they will give us another car with some other trick hook up and we'll run the pants off of it. You can't find out until you run 'em." Before an idea gets to the point of a road test, it is checked and double checked and put through its paces in laboratory engines where all operating conditions are controlled closely. The idea we were testing must have passed those stages and now was going through a road test under conditions such as you and I give the cars we drive -- hitting bumps, splashing through puddles, step ping on it to get away from traffic lights and occasionally gunning the en gine on the open road. Michigan has no speed law. I remem bered that a couple of times later during the night; but Sam is not a speeder. He is a professional driver, and anyone who rides with him will gain a lot of respect for that art. Sam decided to travel a circular route in The Thumb. Michigan folks under stand this. The lower peninsula of Mi chigan, from Indiana to the Soo, re sembles the left hand spread palm down. Detroit is on the fleshy part of the hand beneath the thumb, with the thumb jutting between Lake Huron and Sagi naw Bav. , " ik. XTZSi-- o.9dr ^pilverto - TI*E3 Like the guide on the rubberneck bus, Sam announced the points of local interest. After full darkness he switched on his spot light, aiming it far down the country road. The speedometer needle was on 65. Sam explained that company rules for test driving are few and simple. All speed laws and highway regulations are to be observed, but where conditions permit, a top speed of 6 5 miles an hour is needed on this particular test. In every other respect, driving was to resemble the operation of the car in the hands of the typical car owner. By the time en gines like this one were built people would be driving faster. When he said that I felt a little important -- this was the futur were peeking into. This test had been going on months; other cars like this one we other roads around Detroit, in Ari and in the Mojave dcserc section of fornia, piling up mile upon mile of c ing to give the answer beforehan what tomorrow's fuels and engines do in the hands of Mr. and America. At thousand-mile intervals the are greased. Every 6,000 miles the; put on a chassis dynamometer in laboratory for a check on fuel . sumption and at the same interval run on the measured courses at C proving ground for a check on per mance. Since these two thorough vestigations are staggered, each test receives special observation every 3. miles. Any mechanical defects obset by the drivers are reported at once. At Bad Axe, 110 miles north of troit, we made our first stop. It shortlv after 8 o'clock when we On the return to the Ethyl Laborat in the early morning hours, there is worry about crowded streets. ""SCTM.. KS3t\t ETHYL .VE1VS [4] ETC 3l44g "often teoffic. more ire we n for ere rizona `Calidrivnd to is will Mrs. ; cars y arc n the cond are GM's irfori int car 1,000 irved Dewas had tory s no 4 'breakfast." After scrambled eggs and coffee Sam pointed the car north, and in ;0 miles we were on the uppermost part 0( The Thumb, at Port Austin. "That's Lake Huron," Sam said, with a sweep of bis hand indicating an expanse of water in the inky night. At that point we turned east and followed the shore road Automobile accidents are not uncom mon sights for the men who drive test cars for a living. back in the direction of Detroit. Food relaxed Sam's natural quietness and he responded with some conversa tion on a test driver's adventures on the highways. "Accidents? Oh, you see a lot of them. Just the other night a car right ahead of me caught fire. I was going around 65 and this fellow passed me; he must have been doing 75. He kept pulling away and then I saw him stop and jump out of the car. By the time I got there the whole front of the car was on fire. "The worst accident, though, was at a railroad crossing when a car and an engine met. There was just nothing left." Sam evidently wanted to forget that scene, but he soon was recalling another tale. "One of the oddest accidents I ever saw happened right on the streets of De troit. A man got an old junker caught between two street cars. It smashed the car into splinters and we all thought the fellow was gone, but he walked out of there without a scratch, and they had to get the wrecker to pull the street cars apart." Farm houses and cottages are few in The Thumb region, up north. With traffic thin and the night dark the auto mobile was the one tangible thing in our world of the moment, yet it was the least important as we discussed the pur poses of test driving. As a machine it represented a sizeable investment in test equipment, and as a test driver Sam was responsible for getting it back to the garage with no more than normal wear and tear. But the experience inside the engine was the thing. The auto could be replaced quickly enough, but if any thing happened to the engine, or if driv ing instructions were disobeyed, hours of work would be wasted and the test would have to start all over again. That made the job sparkle for Sam. He talked about it as a link in that long chain supporting the idea from the time a man, or men, held it in their minds until it was developed and became part of better motoring. It was not the man ipulation of levers, gears, and steering wheel that counted; it was a man's con tribution to a company, to an industry that was important. It was getting close to midnight, and the small towns along the route were closed for the night, but life suddenly returned as we approached Port Huron. Across the river was Sarnia, Ontario, another country and other workers on a war-time basis. The whole waterfront was ablaze with lights from factory windows. Traffic perked up considerably as we swung out of Port Huron for Mount Clemens and Detroit. The four-lane di vided highway was in sharp contrast to the lonely roads farther north. Cars sped past both ways and it was natural to turn the conversation towards driving habits and Sam's experience with fellow travelers. "My idea of the worst driving habit may surprise you," Sam began, "In my experience the worst offense and one of the greatest hazards of the road is lack of speed. I know that is contrary to a lot of the general thinking about speed as a cause of accidents, but I'm referring to safe driving speed. "The fellow crawling along on the highway is a menace. There are others traveling the same road. Some of the drivers may have appointments to keep or some good reason for getting to their destination promptly. If every one kept moving at a reasonable speed, in keeping with traffic and road conditions, there would be little of this passing business. But when a fellow pokes along those who want to maintain speed get anxious, attempt to pass, become irri tated, and then there may be trouble. "A beginning has been made in this direction with our bigger highways. These two-lane jobs leave a lane on the outside for slow vehicles, and the faster drivers use the inner lane. You are sup- BECEMBEB 1941 li1 Instrument readings are checked when a driver takes a car out on a run and when he returns. there a light glowed in the hulk of buildings, guiding the watchmen on their rounds. The parking lot back of the Laboratory that was packed full of automobiles when we left the previous evening was empty now. A few toots shattered the night and Charlie opened the doors. "Morning, Charlie, Al in yet?" "Half an hour ago. He's waiting for you." Our test car, some 400 miles nearer a decision on someone's ideas about en gines and fuels for better and more effi posed to use che inner lane only for passing, but notice how frequently traf fic gets lined up so cars remain in one of the lanes in keeping with speed. I'm not against a man going slow, but I think he should keep moving in line with general traffic speed and not block traffic. "The second worst fault is failure to dim headlights when passing a car. I don't think this is deliberate as much as it is just plain carelessness. A driver gets talking with others in the car and for cruise so Sam headed the car west around Detroit towards Ann Arbor. Finally he announced the fuel supply had reached the turning point and we had just enough left to reach the lab. The first streaks of early morning light were glowing in the eastern sky as we headed back. The hum of dynamometers and che sharp clatter of single cylinder engines associated with Ethyl's Engineering Laboratories were stilled. Here and cient motoring, was piloted to its berth and the ignition cut. Charlie started fill ing out the sheet: weather conditions, temperature, humidity, barometer, miles, fuel consumed, water tempera ture, oil reading, and on down the list. It was a rite performed on many a morning, and one to be performed on many a morning in the future, until the test cars proved or disproved one more idea of a way to make engines and fuels serve better the needs of Mr. John Aver age Driver. gets to dim. If you blink your bright lights that usually brings him around, but there are a few stubborn fellows The Following who just won't dim." Near Detroit Sam began watching * Service Awards * the gasoline tank gauge. He wanted to get as many miles on the car as he could have been made as of December i, 1941 during his time on duty, and that called for a nice piece of judgment to wind up 15 YEARS at the garage when the tank was just Frederick R. Brown Genevieve Corcoran about dry. Manufacturing, Deepwater Administration There were service stations open all along the highway, and no curfew on 10 YEARS gasoline here, but Sam was driving with a special fuel, and his only source of Henry T. Moeller Sales, Detroit supply was back at the laboratory. Even one gallon of ordinary gasoline would knock the test galley west. Sam made some computations. He es ) YEARS Robert A. Gourlay Jean Harmon Sales, Chemical Research, Detroit New York General timated che quantity remaining in the tank by the average miles per gallon he B. D. *Harrison Manufacturing, New York i had made during the night. It seemed there was sufficient fuel left for another a Award made August 1st, 19-tl ETHYL iVEIVS [6] ETC 31451 i y*.._" aaf_' New Rainbow Bridge Across Niagara Gorge Summons Memories of the Falls' Eventful Past. ZZ&ZK-i&Z&iiaU The Maid Of The Mist looks like a toy boat as it cruises upstream bettccen the American and the Horseshoe Falls. NIAGARA FALLS, mecca of newly married couples for more than a hun dred years, has a new bridge across its famous gorge. Rainbow Bridge, built without any superstructure except pro tective hand railings, was dedicated October 20 and offers pedestrians and motorists an unobstructed view of the great cataract. The deck of the bridge, which is 1450 feet long, contains four 2 2-foot road ways, a four-foot central mall and a large promenade on the south side fac ing the Falls. Twelve approaches on the American side and 14 in Canada speed up customs inspection of motor ve hicles. The turbulent Niagara, flowing at the rate of 25 to 30 miles an hour, and danger from ice jams, one of which de stroyed the famed Falls View or "Honeymoon" Bridge in 1938, forced engineers to adopt a seldom used style of procedure. Superstructures 130 feet high were erected on top of the Ameri can and Canadian abutments, and around them cables were bent to sup port the sections of the arch under con struction. When the sections met, an 11-inch keystone was set in place, mak ing the arch self-supporting. All cables and superstructure were then removed. Supporting piers are located on the solid rock of the gorge about 50 feet from the water's edge, so that they are out of reach of ice and the swift cur rent. From the bridge tourists can see the many industries which line the banks of the mighty river and utilize its abun dance of water power. If they could roll back the mists of time, they would be hold, too, a vivid panorama of history and legend. Jacques Cartier, famous explorer in the service of Francis I of France, is believed to be the first white man to gaze on the beautyof NiagaraFalls away back in 1S35. Samuel de Champlain de scribed the Falls in the report of his voyage up the St. Lawrence in 1604, but since his report contained some in accuracies, most students of history agree that it was based on what he had heard from the Indians rather than on what he had seen. At any rate the cataract was well known before Jamestown and Ply mouth were settled, and long before the white man discovered this wonder of nature it was a favorite meeting place of the Indian. According to Indian legend, the tribe which dwelt near the Thunderer of Waters sacrificed each year to the Great Spirit its fairest maiden, sending her over the Falls in a white canoe decked with fruits and flowers. In recurn for this offering the Great Spirit gave the tribe protection from its enemies. At the time of the sacrifice tribes assembled from far and near for worship and re- DECEMBER 1041 [7] ETC 31452 j I J !! j 1 I jj: i ..'. ligious ceremonies. Tradition of the Niagara Indians had it that the Thunderer of Waters de manded four lives a year, and, strangely enough, even now a year seldom passes in which at least four persons do not perish in the swirling current. The Indian Legend of Healing pre sented a brighter story. It promised that any sick person would be made well, if he could climb down the side of the gorge to the base of the Falls, go behind the sheet of falling water into the cave which was the abode of the Great Spirit and, on emerging, see a complete circu lar rainbow, which was the deity's pro mise of restoration to perfect health. Visited by thousands of tourists each year. Niagara Falls was naturally a mag net for daredevil adventurers who were willing to risk their lives for fame and the cash that went with it. Back in 1829 Sam Patch built a tower 90 feet high at the water's edge and entertained the crowds by leaping from it into the Niagara River. He jumped dozens of times successfully there, but later lost his life in an exhibition leap in Buffalo. In 18 59 Monsieur Charles Blondin, daring Frenchman, walked a tight rope across the gorge. He repeated the per formance many times and became so proricient that he danced, leaped into the air, somersaulted, sat down and read a newspaper, and did other hair raising stunts. In a special exhibition for the Prince of Wales on July 4. 1859, he walked across on stilts. But the piece de resistance of Blondin's performance was when he carried Harry Colcord, his manager, across the slender wire cable on his shoulders. Sev eral times during this feat Blondin lost his balance and regained it just in time to escape a plunge into the wild river far below, according to Colcord's per sonal account of his uneasy pickaback ride. Other tight rope walkers followed Blondin and imitated all his tricks, but they were unable to lift fame's laurel wreath from the brow of this pioneer tempter of Fate. In 1861 Captain Robinson, skipper of an early edition of the Maid of The Mist, shot the boiling rapids in that little steamboat just to show it could be done. A big wave hit the smokestack and carried it away, but beyond this slight mishap no damage was suffered, and the Maid Of The Mist traveled un der her own power through the perilous Whirlpool and down the river to Lewis ton seven miles below the Falls. Several years later, in 1883, Captain Matthew Webb, famous English swim mer, attempted to swim the rapids. He hadn't gone far before he was sucked under. Four days later his body was re covered from the river below the Whirlpool. Carlisle Graham, Philadelphia cooper, was the first man to go through the rapids in a barrel, performing that feat in 1886. He tried it a second time, this time with his head sticking out through a specially constructed hole in the bar rel. On this trip a big wave smacked him on the side of the head and left him almost totally deaf. Undaunted, he made three more trips through the rap ids, but his last one, in 1902, almost ended fatally when his barrel was caught for a long time in an eddy in tj,e Whirlpool and he almost suffocated. George Hazlett and William Potts of Buffalo, who probably didn't want to be alone in the dangerous white water, made the first double descent of the rapids in a barrel in 1886. That same year W. J. Kendall, a Boston policeman, got through safely, buoyed up by only a life preserver. Miss Sadie Allen accompanied Haz lett in a barrel to become the first mem ber of her sex to shoot the rapids, and Martha E. Wagenfuhrer, the wife of a professional wrestler, was the first woman to make the dangerous journey alone, accomplishing this feat in 1901. Another woman, Maud Willard, used the barrel method in 1901, taking \ mgara Falls, N. Y., forms the back,round for this view from the Canadian Jwre of the nearly completed Rainbow Bridge. Safety nets are insurance for bridge uorkcrs against an abrupt descent into ,-/V swift waters of the Niagara River. along a dog for company. Her barrel got caught in one of the swirling eddies of the Whirlpool and drifted around for several hours out of reach of rescuers. When ic was hauled out at last and opened, the dog leaped out, apparently none the worse for his experience, but Miss Willard was dead. Her dog's breathing had exhausted the air supply below her needs and she had suffocated. If she hadn't had the dog with her she probably would have survived. Other adventurers challenged the rap ids in barrels and in lifeboats, most of them successfully although a few per ished, but their deeds are insignificant compared with that of Mrs. Annie Edson Taylor. This 43-year old woman performed a feat which had hitherto been considered impossible. On Octo ber 24, 1901, she went over the Horse shoe Falls in a barrel and lived to tell the world about her joust with Death. Mrs. Taylor's barrel was of Kentucky oak. It was four feet six inches in height, 12 inches in diamecer at the top and 28 inches at the bilge and bottom. A 200pound anvil was attached to its bottom to keep it upright in the water. When this daring woman emerged from it with only slight bruises, she confessed that she had taken such a chance be cause she was sorely in need of money. Almost ten years went by before any one else attempted the stunt. Then, on July 11, 1911, Bobby Leach, a former resident of Bristol, England, who had come to Niagara from Waterbury, Conn., went over the Horseshoe Falls in a steel barrel. He was pulled out in a state of complete collapse, his jaw broken and both his knee caps smashed --injuries that put him in a hospital for 23 weeks. Later, an ironic Fate caused him to slip on an orange peel in Christ church, New Zealand, and injure his leg so badly that it had to be amputated. From Bristol, England, came Charles G. Stephens, 5 8-year old barber, who saw a greater future in going over the world's most famous cataract in a Rus sian oak barrel than in cutting hair. He would have done better, however, to have stuck to his razor and shears, for his black and white zebra striped barrel smashed as it went .over the brink. His body was never found, though several days later an arm was pulled out of the water and identified as his by tattoo marks. Jean Albert Lussier went over the Horseshoe Falls in 1912 in a huge ball made of rubber and fabric reinforced by steel strips. This bright red sphere, weighing 758 pounds and measuring six feet in diameter, had an outer and inner steel frame, the latter surrounding the compartment in which Lussier rode. Outside the frames were thick layers of canvas, and between the inner and outer frames were 32 air pockets to absorb the shock of bumps. His head, body and legs strapped tightly, Lussier rode in a small inner compartment with dozens of cushions packed around him as shock absorbers. When he was taken out of the ball, he was in good condition, although a little faint from lack of air and bleeding from a cut on his left temple. The ball, in which the daredevil had remained from 3:20 p.m. to 3:50 p.m., had great dents in its surface and was completely beaten out of shape. The first suspension bridge was built across the Niagara gorge in 1848 and that .same year the first steamboat was launched below the Falls. The Niagara cataract, which occurs at a right angle bend in the river, is composed of two different falls -- the American Falls, which are 167 feet high and measure 1,060 feet along the crest, and the larger Canadian or Horseshoe Falls, 158 feet high and 2,5 00 feet along the crest. According to the opinion of numer ous geologists, the Falls were formerly at Lewiston, seven miles below their present location, and have been about 35,000 years wearing their way back to where they are now. DECEMBER 1941 [9] ETC 31454 King of the Gate ('rashers Like Most Men Who Have Reached the Top, One-Eye Connelly Showed an Aptitude for His Profession at an Early Age. By Martin Sheridan IF you ever attended a national polit ical convention, championship boxing match or intersectional football game and noticed a short, paunchy, gray haired individual wearing a disreputable brown cloth cap on the side of his head at a rakish angle, you can rest assured that the gentleman was One-Eye Con nelly. world's champion gate crasher. Connelly, that thorn in the side of ticket-takers the country over, was in Boston recently for a business visit. He planned on making it strictly business, but ended up by going on two free rides on a fishing boat out of Boston, attend ing the horse races, and attempting to crash a plane from Boston to Chicago. Connelly was born in Lowell, Mass., April 12, 1871. He has always refused to reveal his given name and claims it would spoil his character if people started to call him by it. He prefers the "One-Eye" tag. The real story of Connelly's gate crashing ability goes back to the time when he was a lad of 12 years in Lowell. A fair was playing his home town. The boy wanted to visit the grounds but didn't have the necessary cash. While walking by a house' on the way to the fair, he spotted a beautiful bunch of flowers in a vase on the porch. Instantly, the boy's mind clicked. He took the flowers in his arms, walked up to the ticket-taker and explained, "My mother sent me over with these flowers for the exhibition." The man placed his hand on the youth's head (Connelly says he can still feel the fellow's touch) and told him, "Okay, sonny, go right in and leave them at the agricultural hall. And here is a four-day exhibitor's pass good for the rest of the fair!" The climax of this incident occurred when the Connelly entry of flowers was awarded first price and a blue ribbon. The Lowell boy then became a travel ing newsboy and traveled all over the country. "I took up boxing a short while later and fought a number of matches at 118 pounds," he revealed. "I lost the sight of my left optic in 1895 when the lac ing from another fighter's glove caught me in the eye." In 1897 Connelly crashed his first heavyweight championship fight. That was the Corbett-Fitzsimmons brawl at Carson City, Nevada. Connelly went up to the ticket-taker and told him that he wanted to see Dan Tracy, the promoter of the match. "Tell him I just overheard some men downtown in a bar talking about hold ing up the place," One-Eye called out. Tracy rushed to the gate and Con nelly told him the story. "Can you identify these men?" he asked. "Sure," said Connelly. "Okay, then you stand right inside the gate here and when you see the thugs, notify me at once!" the pro moter advised him. Connelly went on and told how he waited at the gate for a few minutes, then walked into the arena, took a ring side seat and watched the fight. That was his first real gate-crashing achieve ment. Out in Milwaukee, he crashed grand opera--not that he likes classical music --by borrowing a broken-down camera One-Eye Connelly is a guest speaker on a nationwide radio program. ETHYL NEWS [ io ] Connelly looks sad in this photo and no wonder. He bought a ticket to ride the train! and flashbulb from a newspaperman. He waited in front of the theatre until a dignified looking gentleman alighted from a car, then proceeded to back away in front of him, calling out, "Make way for the mayor!" When he passed inside the door, Connelly fired the flash gun, temporarily blinding the ticket-taker and in he went, sitting through the performance in a box. At the Jack Dempsey-Georges Carpentier bout at Boyle's Thirty Acres in Jersey Ciry, the Lowell gate-crasher par excellence was tossed but of 13 of the 15 entrances before he finally en tered and remained inside. He walked into a Western Union emergency office and said that the newspapermen inside wanted something to eat. The man in charge pointed to a gallon can of coffee and a basket of sandwiches. Connelly grabbed a white coat, took the victuals and walked right through gate 14 shouting, "Food for the press!" Once inside, he gave away the sandwiches and watched the fight. One-Eye Connelly uses no particular method for getting into these events. He usually looks over the layout, then plans his attack. Once he spent more money to get into a fight than he would have if he had purchased a ticket. But there's no fun in using a ticket, says Connelly. The event was the Jack DempseyLuis Firpo bout. Connelly had been working for Dempsey, keeping sight seers and pests away from his cottage. The day before the bout, Dempsey's manager. Jack Kearns, presented him with $50 and a $22.50 ticket to the stadium. "I gave the ticket to a fellow in a restaurant," said One-Eye. "Kearns was pretty angry about this and roared at One of Connelly's rare failures -- a pretty hostess shows him the door when he attempts to crash a Boston to Chicago plane. me, 'Isn't a $22.50 ticket good enough for you?' I told him I didn't want to soften myself and spoil my reputation." Connelly then spent $22 for a huge trunk and called up a trucking com pany to carry him and his luggage to the Polo Grounds in New York. The driver recognized him and asked if he could watch him "work." "Sure," said Connelly, "but don't give me away." He loaded the trunk on his back and walked right up to the gate, asking, "Where do you want these tickets placed?" "I don't know," replied the attend ant. "Where did they tell you to leave them?" "At the inner office," One-Eye said, without blinking an eye. "All right, take them in and quit blocking the entrance!" So he walked in, planked down the trunk and told an usher to keep an eye on it. "For all I know, he may be there still!" laughed Connelly. He has been a visitor at the last nine Kentucky Derbies, just pushing his way through the crowd at the gate. This is pretty easy to do, he says. It has been a long time since OneEye Connelly was thrown out of a sta dium. However, in his early days of gate-crashing he used to have disap pointments. He has crashed every Dem ocratic National Convention since Gro ver Cleveland was a candidate. When William Jennings Bryan was a candi date, he took 13 other men in with him, that's how simple it was. Some time ago he went to the San Francisco Exposition onTreasure Island. Ticket-takers had been warned previ ously that anyone who failed to stop this super-crasher would be fired. "I crashed five times," said Connelly. "Five fellows were fired and I was fin ally presented with a season pass." He has no family and no home, but spends his winters fishing in Florida, part of each year in Warren, Ohio, and the rest of the time traveling around the country. Practically every sports writer in the land knows him and he can spin more yarns than an old sea cap- This picture is obviously posed, although Connell), on his way to the top, did get tossed out of stadiums now and then. tain. One of his easiest stunts took place at the second Dempsey-Tunnev bout, when Connelly had two supposed drunks stage a brawl right near the gate. When the gatemen rushed out to stop the fight, he walked in. He admits that he has run dry on ideas and sticks to the time-worn meth ods of gate-crashing, instead of crying to think up new stunts. In 1940 he vis ited the New York World's Fair, Demo cratic National Convention, World Se ries and a Joe Louis bout. He has even crashed an airplane, fly ing from Los Angeles to Kansas City via a giant transport ship. When the pilot asked him why he didn't hop a train, One-Eye replied, "They are too darn slow." Officials locked him in an office to wait for the sheriff to arrive, but Connelly left via a window. When he meets you he usually recalls having met you before. He has a vivid imagination and has enough doo-dads about his person to prompt many a question. One of the first things that catches the eye is a nickel that hangs from his watch chain. 'Tve never had to pawn my watch," he claims, "and I've never given up this nickel. John D. Rockefeller gave it to me when I was selling newspapers at Ninth and Superior in Cleveland 54 years ago. And he waited around for his change, too. The nickel was brand new and I've kept it as a souvenir." He wears a ring from Red Grange that he claims he received when the Wheaton iceman was in his prime... "I was in Champaign and met Grange on the street," relates the old boy. "I told him I'd be around to see him play against Michigan on Saturday. He said: 'If you can crash a gate on Bob Zuppke, I'll give you a memento.' " The morning of the game, Connelly bought a red ribbon marked "Official." He walked around to the main gate and criticized the work of the tickec-sellers. Then he noticed a ticket-taker who was tearing tickets and holding them in his hand. One-Eye strode up to him and said, "You've got a box for those stubs. Use it!" And he breezed through the gate, walked onto the field and greeted Grange who later gave him a ring en graved, "From Harold 'Red' Grange to One-Eye Connelly." Now that he is 66 years old, Connelly speaks seriously from time to time. He admits a bit wistfully that sometimes he wishes he didn't have the reputation of being a gate-crasher. "I thought I might be able to cash in on the publicity," he said, "but it's only once in a while that I pick up a little spare change because of my reputation. I played a couple of scenes with Milton Sills in 'The Barker,' and the movie company paid off well for it, but out side of that the pickings are sparse." He has been getting along pretty well lately, betting on the horses. He has a system and he insists it works, but he won't explain it. On top of that OneEye has organized the "One-Eye Con nelly Chapter of the Behind the Eight Ball Club." He has had cards printed certifying memberships and he gives away a cardand a small eight-ball to be worn in the coat lapel, so that a member is definitely behind it. The number one gate crasher shakes hands with W. Ray Johnston, president of Monogram Pictures of Hollywood, after crashing a luncheon at Boston's Hotel Statler. ETHYL HEWS [ i* ] Vehicle Vaperos Nation's Best Drivers Demonstrate Their Skill in Handling Trucks at ATA Roadeo in Madison Square Garden. District, who seemed a bit flustered by the crowd in the Garden. Backing into small spaces without de lay, parking in a single backward move ment, and skillful maneuvering counted in the civilian trucking events which followed the Army competition. Charles .Goins of Trucking, Inc., Indi anapolis, driving an International one and a half ton truck, carried off the $625 first money, the Bendix-Westinghouse Automotive Air Brake Trophy FIFTEEN thousand automotive fans packed New York's Madison Square Garden, leading sport palace of the U.S.A., to see the nation's best truck drivers strive for championship honors in the American Trucking Association Roadeo. The event, which took place the evening of October 29, was the finale of the annual ATA convention, held this year at the Hotel Pennsylvania in New York. Awards to the victors were handed out by Mayor Fiorello H. LaGuardia, whose entrance into the arena was the signal for a political demonstration by the gallery gods. Ted Husing, well known radio announcer, presided at the microphone as master of ceremonies and explained the various contests to the crowd. Only three finalists competed in each of the truck events, the field having been narrowed down to that number by elimination contests among state cham pions, which were conducted at Bel mont Park, Long Island, on October 27 and 28. Two finalists competed in the Army Driver Class, the winners from an original field of-10,000. Ability to maneuver one of the big vehicles is not the only requirement for getting into the finals. Before a driver can even compete in a sectional prelimi nary, he must be able to show a perfect safety record for a year previous to the event -- even a tiny dent in a fender is enough to disqualify him. Then he must pass a stiff written examination on ICC safety regulations, safe driving prac tices, first aid, and knowledge of the trucking industry--with the accent on safety! First Class Private Telesphore Wolanski of Camp Upton, Southern District, U.S.A., drove away with top money of $50 in the Army Driver event. He wheeled a jeep or blitz buggy in and out among barrels, over artificial bumps and up and down the sides of a ramp slanted at an angle of 60 degrees. His spectacu lar performance left no doubt of his superiority over First Class Private James V. Dugo of Pine Camp, Northern Mayor LaGuardia presents awards to, left to right, Bud Vandiver, Clarence Maas, and Charles Goins. and the ATA Trophy in the Straight Truck Class. Paul C. Hoover of Riley Truck Lines, Pratt, Kansas, who has driven over a million miles without an accident in his eleven years of piloting trucks, captured the $360 second award, while Pat Weekly of Kirk Trans portation Company, Detroit, had to be satisfied with the $240 third prize. Lanky Bud Vandiver, gasoline gaucho from Wyoming who drives for the DECEMBER 1941 1 13 ] Colorado-Wyoming Express, bear out Edson Smith of Kirk Transportation Company, Detroit, 1938-39 champion, and Thomas Doyle of Atlantic States Motor Freight Lines, Atlanta, in the Tractor Semi-Trailer Class. In addition to the $625 first prize, he received the Evans Products Trophy, a wrist watch donated by the White Motor Company, and the ATA Trophy. Vandiver drove a two and a half ton International trac tor truck pulling a Fruehauf trailer. As the vehicles in the Truck and Trailer Class were too big to be maneu- } i \ i vered in the Garden arena, finals in that event were completed October 5 in Fresno, Calif. Clarence Maas of McCracken Brothers Motor Freight, Eugene, Oregon, the winner, was on hand to receive the Cummins-Diesel Trophy, the ATA Trophy and S62S from Mayor LaGuardia. In the Automobile Trailer Class each of the three contestants had to load four new cars on an automobile trailer, two on the upper deck and two on the lower, so that they would ride cross country safely. This done, they had to unload m- Jantes C. Calvert, ATA Roadeo master, wearing ten gallon hat, congratulates Bud Vandiver of Wyoming on winning the Tractor Semi-Trailer event. First Class Privates Telesphore Wolanski, left, and James Dugo, right, Army Driver Class finalists, line up with "Mike" Cashall, first vice-president of the International Brotherhood of Team sters and Chauffeurs. Charles Coins, winner in the Straight Truck Class, backs into a small parking space without waste motion. ETHYL NEWS [ 14 ] Army vehicles of various types Hue up in formation after a parade around the Garden arena. Private Wolanski, winning Army driver receives his ATA Trophy from Mrs. Junius S. Morgan, Jr. Passenger cars are lined up for loading on trailers in Automobile Transport com petition. -AS*', mss I. ji- DECEMBER 1941 [i5] the cars again. Driving the cars to the top deck is quite a feat, as the wheels on each side ride in a narrow runway set at a steep angle. James Thayer of Motor Car Transport Company, Flint, Mich., romped away with this event in fast time, beating out Lewis Skaggs, United Transports, Inc., Joplin, Mo., and Harris H. Fuhr, Auto mobile Shippers, Inc., Detroit, for the $425 winning money. Skaggs received the $250 second award and Fuhr won $75. The first truck roadeo was held in .'A 4 1937 in a parking lot in Louisville, Ky., when a dozen or so drivers got together to try out their skill, and in five years the annual event has grown to the point where it is big enough to crash the lofty portals of Madison Square Garden. The Roadeo may not pack all the thrills and spills of its namesake, the Rodeo, the horse and cow spectacle which occupied the Garden during the preceding weeks, but it gave those who attended a good idea of the efforts truck fleet operators are making toward greater highway safety. etc 31460 Ii ]' l. i is m\ The New York State Troopers Are Succeeding at a Job That "Was Too Tough for the Old-Fashioned Country Constable. By Francis V. V. Adriance MEN IN GRAY One of Troop K's sharpshooters, Trooper Horton, sights along the barrel of a tommy gun. Shortly before this picture was taken he had looked over the sights of a .45 calibre revolver at two gun 'toting convicts who had escaped from Sing Sing prison. Xew York State Troopers kuo w how to use pistols, rifles and sub machine guns effectively, and be fore a rookie trooper is sent out on duty he is thoroughly trained in the handling of these wea pons. Tcaching new troopers how to shoot is one of Trooper Horton's duties. THREE desperate prisoners, armed through the connivance of confederates outside the walls, shot and killed a guard and broke out of Sing Sing prison at Ossining, N. Y., in the dead of night a few months ago. They fled along the New York Central Railroad tracks to the Ossining station, where their sha dowy forms were sighted by two patrol men in a prowl car. There was a challenge by the police and then guns roared in the darkness. Two men fell, mortally wounded, one an escaping felon and the other an Ossining policeman. The two surviving desperadoes fled to the east shore of the Hudson River, a short distance away. There they jabbed a gun into the ribs of an early rising shad fisherman and ordered him to row them across the river. Or else! On the long trip across the river, which is wide at that point, the terrified fisherman had to listen to his captors argue whether or not they should kill him as soon as they were safely on the other side. When at last they scrambled ashore and vanished into the woods, he made the foam fly on his way back to Ossining to spread the alarm. A hurry call was sent to the headquarters of Troop K, New York State Police, at Hawthorne, near White Plains. Troopers soon arrived with blood hounds, those great, sad-faced dogs with probably the most sensitive noses in the entire animal world. Monk and Sappho were the two dogs taken across the river and put on the trail by their trainer. Trooper W. W. Horton. They quickly led Trooper Horton and Lieutenant Carlson of the Ossining Police Depart ment to the fleeing killers, who meekly raised their hands and were disarmed. The convicts had an armament of three Detective Special revolvers. A job such as this is typical of the work of the New York State Troopers, the wide awake constabulary which does almost all the rural police work of the Empire State. A trooper's duties range from the apprehension of mur derers and armed robbers to the recov ery of lost dogs and cats; from patroling the highways in the interests of safety to rounding up stray cows for a farmer. I wanted to learn first hand some facts about the State Troopers and their activities, so I visited the Hawthorne Barracks of Troop K, which is com manded by Captain John A. Gaffney and patrols Westchester, Putnam, Dutchess, Rockland, Orange and Ulster counties, and a part of Nassau County on Long Island. There I was introduced to those fa mous dogs, Monk and Sappho, and to four other bloodhounds, which, unlike ETHYL 2VEWS [ *6 ] the bloodthirsty beasts that chased poor Eliza across the ice in "Uncle Tom's Cabin," are very affectionate and friendly. I put my hand through the wire mesh of their cage and they licked it as if I had been a pal for years and years. I was shown the office of the High way Safety Patrol, which is filled with maps of Troop K's counties. These maps are speckled with black headed pins, each pin representing a motor vehicle accident of some sort. In some spots the pins are in dense clusters. "A glance at these maps shows us the most dangerous intersections," the trooper who was acting as my guide ex plained. "We then take steps to remedy the situation, but sometimes it's not so easy to sell safety to the motoring pub lic. Look at all the pins at this intersec tion in Monroe, on the other side of the Hudson." It certainly looked as if almost every body in the state had had a crash at one time or another at the point he indi cated. In the office of the Bureau of Crim inal Investigation, the plain.clothes di vision of the State Police, I saw the intricate filing system, which records the name and complete pedigree of every person ever arrested by the State Police, together with pictures and fin gerprints of persons charged with or convicted of felonies. Then I was per mitted to thumb through the photo graph album of gruesome pictures of homicides, suicides, fatal fires and fatal accidents which have occurred in Troop K's bailiwick. After I had reveled in this for several minutes, my guide opened the door of a small adjoining room. "Here's where we keep any evidence that might be useful in court," he said. Automobile tires allegedly stolen, a shotgun and other articles were there, but the object which caught--and held --my eye was something that looked like a man's head floating in a jar of liquid. "It's a real head all right," the trooper confirmed my suspicions. "We found it, along with other parts of a body, in a pond several years ago. We've never been able to identify the man, but he is undoubtedly the victim of a gang mur der." "He obviously didn't associate with the right people," I agreed. I was invited to stay to dinner, and despite what I had seen, I enjoyed the excellent meal. Filipino cooks and wait ers have charge of the culinary depart ment. The troopers themselves do all the rest of the work at the barracks. The wide lawns and attractive flower gar dens are kept in first class condition by Trooper Peter Burke. He and Sergeant A. L. Voris are the only two members of Troop K who have been with the State Police since their organization in 1917. The barracks resemble a mediaeval castle on the outside and a college fra ternity inside. About 25 troopers are quartered there, the rest of the troops living in sub-stations and outposts throughout the territory. The large liv ing room on the first floor is filled with trophies won by the troop, many of them for horsemanship, which re minded me that the State Police used to have a wide reputation as expert horse men. "What has happened to all your horses?" I asked a trooper. "When they grew old and were re tired, they weren't replaced. Troop K used to have about 35, but we've used only automobiles and motorcycles for patroling for over five years." "How about the other troops?" "Some still use horses where the back country is wild. Troop B, which covers the Adirondacks, even sends out ski and snowshoe patrols in the winter." I went upstairs .to the teletype room where a battery of teletype machines sends out Troop K's reports and receives police messages from all over New York and from neighboring states. "We're planning to install a radio transmitting set so we can send mes sages direct to troopers in cars and on motorcycles," my guide informed me. "Suppose you got word of a robbery Trooper Horton points to a dense clus ter of pins on a map of Orange County. Each pin represents an auto accident. DECEMBER 1941 [ 7 ] 1 and wanted to warn your men to be. on the crime and didn't know how to go which was held June 11, 1917. Only ll their guard," I suggested. "How would about rounding up the killers. 316 were finally accepted and began you contact them now?" Stirred by the amateurish efforts of training at Camp Newayo, near Man "We would shoot a warning by tele the rural sleuths, the two women went lius, which was named in honor of type to central headquarters in Albany to Pennsylvania and made a study of the Misses Newell and Mayo. and they would broadcast it from Pennsylvania State Police, who had been Troops A, D, G and K were the there. That only takes a couple of min organized in 1905. Then Miss Mayo original units, Troops B, C and L being utes, but sometimes radio reception wrote a book, "Justice For All," with a added later. Headquarters of the seven from Albany isn't so good down here." foreword by Theodore Roosevelt, which troops are now located at Batavia, Onei Sergeant E. W. Holloway, who has caused considerable commenc and da, Troy, Hawthorne, Malone, Sidney, been a trooper since 1918, placed at my disposal a huge book of newspaper clip pings, from which I was able to glean an outline of the history of the State Police. It was the ladies who awakened the legislature to the need for a well trained state constabulary. Miss Katherine Mayo, novelist, who later wrote the widely read book "Mother India," was visiting her friend, Miss Moyca Newell, when the latter was having a house built in Bedford Hills in 1913. One day Miss Newell's paymaster was robbed and murdered. The sheriff's office and local constables were completely baffled by Trooper W. W. Horton, second from left, and Trooper Gerald Dershimer, right, with Ossining policemen guard handcuffed killers. Trooper Horton and Lieutenant Frank D. Carlson of the Ossining police, second from right, captured the convicts. eventually set sluggish legislative wheels in motion. The New York State Police were cre ated by law on April 11, 1917. Many sought posts in the new organization. There were 3,S67 applications and 1,322 men appeared for the examination. and Babylon, respectively. Major George F. Chandler, a promi nent physician and surgeon of Kingston who had served in the Army on the Mexican border, was named the first superintendent by Governor Charles S. Whitman. Eager for active duty in the first World War, Major Chandler hesi tated about accepting the appointment but yielded finally to persuasion by Theodore Roosevelt. Chandler insisted on being permitted to pick his own men without assistance from the Civil Service Commission. He turned a cold shoulder on suggestions from politicians. ETHYL iVEIVS [ 18 ] Sergeant E. W. Holloway, a veteran trooper who joined the State Police in 1918. During the new organization's first tour of duty, at the State Fair in Syra cuse, September 1917, a young trooper was guarding a gate barred to automo biles when Thaddeus Sweet, Speaker of the Assembly, drove up and tried to' get through -- without success. "Young man, do you know who I am?" Sweet.asked sternly. "I don't know who you are, sir," the trooper replied, "but if you were the Almighty Himself I couldn't let you in. Those are my orders." Whereupon Speaker Sweet went to Major Chandler and congratulated him on having an organization which was untouched by politics. In spite of this, when it became known that Chandler intended to retire and return to his medical practice, the politicians swarmed around Governor Alfred E. Smith, each with his own man for the job. The Governor's response was to summon Chandler. "Major, if you were told to name the man you think is best qualified to suc ceed you, whom would you choose?" Smith asked. "Captain John A. Warner," Chand ler replied promptly. Captain Warner became Major War ner and took over the superintendent's duties on December 1, 1923. He still holds that post. It was Major Chandler who first called his men "State Troopers." The new force would be regarded with sus picion at first, he knew, and would un doubtedly be given some abusive nick names. The Pennsylvania State Police were called "Cossacks" by the farmers, a name which wasn't meant to be com- plimentary and which stuck. So Chan dler decided to beat the public to the punch. Chandler designed the gray uniform, the color being symbolic of the eternal struggle between the black of evil and the white of good. He believed in uni formed police as a crime determent, with a plain clothes unit serving as an auxiliary to solve crimes after their commission. He ordered all railroads operating in New York to put uniforms on their special police forces under pen alty of loss of charter. Major Chandler was the first police official to have his men wear their guns in full view outside their uniforms, where weapons would be handy in an emergency. Although this is the general rule among police units today and was a long step forward in the direction of more efficient law enforcement, the Major was sharply criticized at first for issuing such an order. "What requirements does a fellow have to meet to become a state trooper?" I asked Sergeant Holloway. Captain John A. Gaffney, commanding Troop K, talks things over with Tuffy, DECEMBER 1941 [ 19 ] State Police investigate a fatal accident on the Eastern State Parkway. is raised by $200 annually until the top figure of $1900 is reached. Added to this is the $600 maintenance allowed yearly if he lives away from barracks. while on a routine patrol in eastern Dutchess County. One of our men ad ministered artificial respiration and saved the life of a boy who had just es All clothes and equipment, except un caped drowning. Captain Gaffney and "An applicant has to be between 21 and 31 and should be at least a high school graduate. The minimum weight is 160 pounds and the minimum height rive feet ten inches. When I enrolled I only weighed 142 pounds, but in those days when we used to ride a lot, smaller men were wanted because it was easier on the horses. Now that the horse is gone, men over six feet and built in pro portion get the preference. In addition co being a big fellow, each candidate has to pass severe mental, physical and psy derwear and toilet articles, are furnished free. A corporal receives S2150 yearly, a sergeant $2300, a lieutenant $3000 and a captain $4600." "The troopers work pretty hard for their money," I suggested, "They do all right," said the Ser geant. "Remember Lester Brockelhurst, the bible reading, hitch hiking mur derer from the Ozarks who was hanged by the State of Arkansas? Well, a young member of Troop K, Trooper Joe Hunt, took his guns away and brought him in a detail of troopers escorted King George and Queen Elizabeth from New York to Hyde Park when they visited the President in 1939. That's how a trooper's life varies." I went away, thinking that the New York State Police deserve to rank along side such famous bodies of men as the Royal Northwest Mounted Police and the early Texas Rangers. The people of the state owe much to the men in gray. Otherpictures on page 2} chological tests." "What are a trooper's hours?" "Each man is on duty 24 hours a day and is allowed onlyone night off a week. During nine months of the year he gets | : one three-day leave a month, but dur ing the busy season of June, July and ! August none of these extended leaves are permitted. Besides the short leaves, he gets 30 days vacation, which cannot be taken during the summer months." "And what kind of pay does a trooper receive?" "He starts in at S900 a year, which The main building of Hawthorne Bar racks resembles a castle. ETBVL .VS [ iO 1 eastern non adn and just csiey and King m N'cw visited ' how a ic New alongas the cc and aplc of i gray. `lage 21 6*. EH.S Railroad in Miniature Operation of Santa Fe System Depicted in Scale Model, Designed and Constructed After Months of Research. THE operation of a greac railway sys tem and the vital part the railway plays in the life of the nation are depicted in authentic miniature in the model rail way exhibit at the Museum of Science and Industry in Chicago. Santa Fe equipment and operating methods illus trate the story which portrays the rela tionship of America's railways to na tional commerce and industry. The design and construction of a complete miniature railroad required months of research, followed by many weeks of shop construction and field erection, all by expert technicians. The exhibit has been laid out on a table thirty inches in height, composed of expanded steel frame. The outside di mensions are fifty by sixty feet, with framing of stainless steel, matching in shape and material the side of a Santa Fe stainless steel passenger car. Plate glass panels, with stainless steel supports, extend above the frame to a height of six feet, permitting.a good view of the exhibit. The contours and variations of the model have been shaped with wood framing over which has been placed metal lath and plaster. The plaster has been painted and textured to resemble various soils and farming operations with rocks and cliffs molded and painted to represent geologic outcrop pings. All wiring for power operations of trains, signals and switches is con cealed beneath the table. Scale of trains, track, equipment and buildings is one-fourth inch to the foot, or one forty-eighth actual size. Thus, the gauge of the track is an inch and five-sixteenths. The track is, in effect, a double track main line in the form of a figure eight with the upper loop dropped inside the larger circle. The approximate length of the main line is 3 5 0 feet. With double track and sidings, a total of 1,000 feet of railroad track is included in the exhibit. Power is supplied to the locomotives through the two running steel rails which are bonded into insulated sections or blocks. Small motor generators supply 12 volt direct current to the relays, trains and signals. The entire system is divided into the familiar railway sections for signal con trol. The signal syscem is automatic in accordance with present day Santa Fe practice and is generally known as the Three-Block Four Indication system. An oil refinery and a grain elevator arc two of the industrial plants located be side the tracks of the model system. Signals are automatically controlled by relays in the control cabinet and the relays in turn are automatically oper ated by the trains themselves as in ac tual railway practice. The circuits are standard railway circuits. Four miniature trains are in opera tion, including a scale model of the Super Chief, the Grand Canyon Lim ited, and two freight trains. In addition, there is the Santa Fe's new S,400 horse power diesel-electric freight locomotive, first of its type in the world and exert ing the most powerful draw-bar pull of any locomotive regardless of type. Each freight train is composed of various types of freight cars, such as refrigera tor, tank, gondola and others, and cars of different kinds, loaded and empty, are "spotted" at industries located along the line. Passenger cars are 20 inches long and two and seven-sixteenths inches wide, while freight cars are ten inches long. The length of freight trains, limited to 15 cars not including the caboose, is de termined by the length of available sid ings. Passenger trains are limited to seven cars. December 1941 [ *1 ] The miniature Sitper Chief rolls across a trestle as a freight train passes under neath. Santa Fc Railway photos This Month's Cover ? IN spite of air raids with their rain of death from the skies, the gallant citi zens of Great Britain are not abandon ing the everyday life of a free people. In roofless St. George's Cathedral, Southwark, London, a typical congrega tion is shown, gathered to hear pontifical mass sung by the Bishop of Southwark. There will be similar scenes in many December 1941 Vo!. 8 No. 12 British churches this Christmas. St. George's is only one of nearly Over Midnight Highways........................................... 3 3,000 English and Scottish churches of all denominations which have been dam A ride with an Ethyl test driver. aged by the hail of high explosives from I the air. About a thousand of these houses Ethyl Service Awards........................................................6 of worship, or one in every ten churches in Great Britain, have been destroyed entirely or damaged beyond repair. After one devastating sky attack by Thunderer Of "Waters....................................................... 7 If the walls of the Niagara gorge could talk! the Hun, Robert P. Post, correspondent for the New York Times, wrote the fol lowing tribute to the dauntless spirit of the islanders: King Of The Gate Crashers......................................... 10 One-Eye Connolly is tops in his profession. "The average Briton might even see some point if it advanced the German war effort. But it does not even do that. It merely destroys little people, ancient Vehicle Vaqueros............................................................13 Champion truck drivers perform at the Roadeo. things. A conscientious correspondent is entitled to report that the raid was ut Men In Gray.................................................................. 16 terly and completely futile as far as ad vancing the war is concerned." Criminals don't like the New York State Police. The original St. George's was men tioned in history back in the 12th Cen Railroad In Miniature..................................................... 21 t tury. It was rebuilt in 1774-76 by John The Santa Fe line exhibits a realistic model. i Price. General Monk. Duke of Albe marle, was married in the old church in With the exception of copyright articles, material in this publication may be reprinted 165 3 to Anne Clarges. There Dickens' provided due credit is given the "Ethyl N'ews" or Ethyl Gasoline Corporation. "Little Dorrit" was christened, slept in the vestry with the burials register for a pillow, and was married. Published by i The borough of Southwark where Ethyl Gasoline Corporation, Chrysler Building, New York City St. George's is located is a crowded in dustrial sector on the south bank of the Thames. The oldest of South London towns, it is on the high road from Editor: W. Cary Harris Associate Editors: Francis V. V. Adriaxce Russell B. Weston London to the Continent. Raids are nothing new to this ancient borough, as before the Norman con quest in 1066 it tvas often burned. The Romans, Norsemen, and Danes sacked it during their invasions, and during the era of Roman conquest it was the site of a Roman settlement. It has been in Correspondents: G. P. Rosser, Atlanta; F. S. Cronin, Baltimore; B. R, Jones, Boston; A. B. Wyrick, Chicago; S. T. Pruitt, Dayton; D. S. Flynn, Kansas City; R. L. Goltz, New York; M. P. Murdock, Los Angeles; C. F. Naylor, Seattle; L. L. Huxtable, Tulsa; L. Barnum, Baton Rouge; C. Wasserman, Deepwater; Dr. Beatty, Chemical Research; E. L. Barringer, Detroit; J. C. Pope, Gasoline Testing- cluded in the city of London since 1531. ETHYL YEWS [ a* ] Hustle and bustle in a busy station...taxis, porters* grips! Oil men entrain for the west coast O SAN FRANCISCO, for the 22nd annual meet Ting of the American Petroleum Institute, oil men fromthe East,the South,theMid-Continent, boarded trains and planes in dozens of cities. From the far West and the Coast, automobiles and buses joined the parade until Frisco's hotels were jammed. The Oil & Gas Journal arranged special trains from Chicago and Tulsa. Dick Wotowitch, who captained the well-remembered special six years ago, organized groups from New York, Philadelphia, Cleveland and St. Louis for a 1941 "Oil Men's Caravan." All the way out, and in and around San Francisco, amateur and professional photographers were busy. Even the few of those pictures which could be collected quickly tell a story which the Ethyl News, with a deep bow to the photographers, is pleased to send its readers. C. J. Dexter, William Simpson, Vic Crawford, and Sam A. Souder, Jr. concentrate on backgammon See, it comes right off...if you know how. J. A. Connelly does the Chinese ring trick An exchange in preparation for the bingo game. Mrs. G. E. Baldwin and Mrs. Milton R. Bower i Mrs. F. J. Olson checks her husband's bingo chart while he ponders the possibilities l OT only oil men from Illinois, but many from N the East boarded the Special from Chicago, said by the Santa Fe to be the fastest train to San Francisco ever scheduled. A duplicate train from Tulsa brought the "Sooner" delegation and picked up Texans on the way. A half an hour apart, the two streamliners roared west to the meeting of a vital industry in critical days. Committee rooms in the Palace and the St. Francis were crowded. General meetings overflowed into side rooms and bulged into the lobby. But this was still "a trip to the coast" and it was not all business. Wives came along in unpre cedented numbers, and after the meetings there were evenings--for which San Francisco offers fine food and royal entertainment--and between times many found a few spare hours for sightseeing trips. 01 In | ilii PI \ pril lit'- ETC 31483 F. P. Walter, Burdette Blue, H. S. McClintock and A. E. Bradshaw leave Union Station, Tulsa It's a long flight of steps down to the trains when you have to take them one at a time! Mr. and Mrs. Wirt Franklin ready to board the Oil and Gas ioumal Special for San Francisco Leaving Tulsa--and most of the way out--the lounge was crowded and companionable "Yassuh--cheese, ham on white or rye, smoke' turkey... mos' anything you want, we got!" H. N. Greis, Mrs. George Bole, Mr. and Mrs. R. 0. McClintock and Mr. and Mrs. J. L. Shakely Ernest Klappenbach, Joseph Bowes, L. C. Collins, W. G. Selby, Mrs. Bole and R. O. McClintock 1 P. M.--Mr. & Mrs. W. K. Warren find a secluded spot in the lounge car for a quiet tete-a-tete J. F. McManmon shows how bankers can hold your interest in lots of other places than a bank 3 P. M.--Mr. & Mrs. L. F. McCollum find a secluded spot in the lounge car for a quiet tete-a-tete FOOD DELICIOUS EVERYBODY HAVING GRAND TIME STOP LOTS OF LOVE cards or stamps and stretch their legs a bit Mr. and Mr*. Howe Walker as thay stepped off the Tulsa section of the 0 (G journal Special Emby Kaye in the foreground paying strict attention as the train leaves Albuquerque ETC 31488 F. P. Walter, A. E. Bradshaw, Clyde H. Pape and Burdette Blue were in the Tulsa delegation i s M. E. Foster, C. 0. Stark, R. L. Doan and Paul Endacott as they arrived in Oakland November 2 I' Phil H. Bohart, Rush Greenslade and Elmo Thompson are snapped by a Santa Fe photographer F- H. Dunn, J. C. Day and H. D. Skyrm exchange greet ings at the station with R. F. Pielsticker From Cleveland came a Sohio foursome: A. Kidd, Dr. R. E. Burk, Mac McDonald, E. B. McConnell J. r. Sloan and R. A. Ludlow were in the Chlcaeo group on one of the Santa Fe streamliners San Francisco bound. Meetings have not yet begun but some problems are already in debate A Californian, a New Yorker and a Detroiter-- Nick Whitehead, J. H. Romer, C. B. McCollough " * i ;s ' :; 1' i ; .t > * i William R. Boyd, Jr., new A. P. 1. president, with Petroleum Coordinator Harold L lckes Gateway to the convention was Oakland Hon. William P. Cole, Jr., congressman from Maryland, with A. P. I. director J. C. Hunter T. A. O'Donnell, first president of A. P. I. from 1919 to 1924, chats with W. R. Boyd, Jr. J. hi. Connelly and the Wally Grebes learn at first . hand why China is so hard to conquer And ths band played on... Paul Whiteman and his famous orchestra were at the Palace Hotel f m *;! S*. A''" j : t W. P. Gee prepares to photograph some exotic specimens of highly-colored tropical fish Above: Preston Sinclair, T. A. O'Donnell, W. A. Boyd, Jr. Below: M. B. Anfsnger and Dr. 0. W. Johnson speaking on fire prevention San Francisco's famous Chinatown. Nearly all visitors made at least one trip there etc 31497 :,ysi* It was an important convention and delegates listened attentively to the principal speakers '' \ i :` \ i* * xij :; s ill n< I. j'ij Sheldon Clark, Harry Sinclair, W. H. McFaddin and W. T. Holliday in the general session 4u P C. R. Wagner answers discussion on his paper on fuel improvements through selective blending Petroleum Coordinator Harold L. Ickes addressing members of the American Petroleum Institute Jfe I . 1 i! '-.y, /, r^-rf 1,4;^-1- ' h-:* A. L Clayden reporting for the Committee on Automotive Survey during a work conference 31499 McFadden session While their husbands attended the big banquet, wives had their own dinner and fashion show A stunning model in a stunning gown ... one of many displayed at the fashion show for wives paper on ending The Socony-Vacuum reception rooms were a very popular rendezvous at the Palaca Hotel One of the many wives who enfoyed the ladies' dinner and Fashion Show, Mrs. S. F. Bowlby .tee on erenco Another shot of the ladles' dinner and fashion show which was held at the Fairmont Hotel 1 :/ . .js: vhich For publication rights to pictures in this issue, the Ethyl News is Indebted to the following: Black Star Publishing Company, New York; Denver & Rio Grande Western Railroad; Missouri Pacific Railroad; Gabriel Moulin Studios; Pennsylvania Railroad; Santa Fe Railway; and the Fairmont, Palace and St. Francis Hotels. PUBLISHED BY THE ETHYL GASOLINE CORPORATION, 1941 ETC 31504 Power Puzzle Do YOU know that the mileage you'll get from tomorrow's automobiles, the speed of tomorrow's airplanes and the power of tomorrow's tractors depend largely upon "puzzles"' like the one in the picture? Actually this ''puzzle" is a chemist's model. It shows the arrangement of the hydrogen and carbon atoms in one type of hydrocarbon molecule. Gaso line is a mixture of hundreds of differ ent kinds of hydrocarbons--each with its own complicated molecular struc ture and eacli with its own special way of behaving inside a gasoline engine. The petroleum industry, through re search costing millions of dollars, has already learned how to produce gaso line that contains high proportions of the kind of molecules which work best in engines. Furthermore, they have learned how to control the combus tion ofmany ofthese molecules through takes us far into both fields. Ethyl re the use of ''gasoline additives." search workers in Detroit and San Ber For instance, a single molecule of nardino are cooperating with both the tetraethyl lead, the basic ingredient of automotive and petroleum industries Ethyl's anti-knock fluids, will control in their efforts to improve engines and the chemical reaction of 100,000 mole fuels--and our research engineers are cules of fuel and air. working with many commercial users However, in spite of the rapid prog in order that laboratory progress may ress which has been made, there is still be reflected in dav-to-day operation a great reservoir of unused power in We extend an invitation to technolo gasoline. As research in fuels continues gists and executives in all phases of --as the puzzles of the molecules are the automotive and petroleum indus solved--a greater amount of this power tries to avail themselves ofour research will be made available and engine mak and service facilities. ers will design engines to util- tze it. While Ethyl is not directly engaged in either the refining ETHYL GASOLINE of fuels or the manufacture of CORPORATION engines, our business ofmak ing ''gasoline additives" for the control of combustion **!*.*** ChrjsUr Bldg.,-Nciv York, .V. Y.